MGL Avionics ALT-1 Operating Manual
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ALT-1
Precision Encoding Altimeter and
Vertical speed indicator (VSI)
Operating Manual – English 1.09
Introduction
The ALT-1 is a 2 1/4” instrument that contains a precision encoding altimeter and a wide range vertical speed indicator.
The altimeter conforms to ANSI standard atmosphere rules from –1000 ft up to a maximum of 30 000 ft. The altimeter includes an encoding serial output that when used in combination with MGL Avionics CNV-AT, provides a parallel Gillham code interface for transponders. The altimeter can display altitude in feet or meters, local pressure can be set in millibars or inches of mercury
The onboard VSI indicator is altitude compensated and can be displayed in either feet/minute (ft/min) or meters/second
(m/s). It also offers a digital readout with a wide range from +/-20 ft/min to as high as +/-10 000 ft/min, it also offers a logarithmic analog display with a +/-2000 ft range. The VSI can be calibrated by the user once the instrument has been installed in the aircraft.
In addition the ALT-1 provides an OAT sender which is used in determining the density altitude of the aircraft. The ALT-1 can also be used to measure relative altitude and it has a facility for the pilot to enter a reference altitude and deviation band that has to be kept.
1 Features
• Precision altimeter from –1000 ft up to a maximum of 30 000 ft (-304m to 9144m)
• Provides altitude encoder data on airtalk (serial) output, which can be converted by a MGL Avionics CNV-
AT converter to a parallel Gillham code interface for transponders
• The altimeter can display altitude in feet or meters, local pressure can be set in millibars or inches of mercury
• Contains a wide range VSI indicator from +/-20 ft/min to as high as +/-10 000 ft/min
• VSI units can be in feet/minute (ft/min) or in meters/second (m/s)
• Records the maximum and minimum OAT (outside air temperature) and maximum altitude reached in permanent memory
• Records maximum and minimum OAT in temporary memory since instrument power up
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• Alarm output as well as a red LED illuminates when the alarm has been activated
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• Field upgradeable firmware
• 1 year limited warranty
ALT-1 Operating Manual
2 ALT-1 Layout
Page 2
LED Alarm:
The red LED will illuminate if the deviation band has been exceeded when using the deviation altitude mode
Backlit Graphic LCD Display:
Contrast and backlight can be adjusted in the menu system
Up/F1 Button:
Up button in menu system
Deviation mode: Enter reference altitude and deviation band
Relative Mode: Enter reference altitude
Pressure Ports:
Pressure ports connect to the static pressure tube
Harness:
Harness connects to power
Down/F2 Button:
Down button in menu system
Main display scrolling in normal mode
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise for up/down menu scrolling. During normal mode rotating the rotary control will adjust the local pressure setting. Local pressure can be set in either mB or in “Hg.
3 Main Display
The main displays can be toggled by pressing the F2/Down key.
3.1 Altitude and VSI display
This is the standard display for the ALT-1. Use the rotary control to adjust the local pressure setting.
Logarithmic analog
VSI indicator
Altitude relative to mean sea level
Altitude unit
Digital VSI readout
Local pressure readout (either in millibars or in inches of mercury)
ALT-1 Operating Manual
3.2 Altitude relative to sea level display
Use the rotary control to adjust the local pressure setting.
Digital VSI readout, can be turned off in the menu system
Barometer, can be turned off in the menu system
Local pressure readout (either in millibars or in inches of mercury)
3.3 VSI (Vertical Speed Indicator)
The ALT-1 can be setup to be as a VSI (vertical speed indicator).
Altitude relative to mean sea level
Altitude unit
Page 3
Digital VSI readout
Logarithmic analog
VSI indicator
VSI units
3.4 Deviation Altitude display
Altitude deviation function on/off
Altitude deviation band
Display messages when band
has been exceeded
Digital VSI readout, can be turned off in the menu system
Reference Altitude
Local pressure readout (either in millibars or in inches of mercury)
Altitude unit
ALT-1 Operating Manual Page 4
Use the rotary control to adjust the local pressure setting. Pressing the F1/up key will allow the pilot to enter a reference altitude and the deviation band.
Adjust the reference altitude using the rotary control. This is the altitude that the pilot wants to maintain. Press the F1 key to accept, press the F2 key to return to the main display.
Adjust the deviation band above and below your reference altitude that is still acceptable to fly in.
Any altitude outside this band will activate the alarm. Press the F1 key to accept, press the F2 button to return to the main display.
Select whether you want the altitude deviation feature enabled or not. Press the F1 key to enable the altitude deviation feature, press the F2 key to disable the altitude deviation feature.
3.5 Relative Altitude display
Digital VSI readout, can be turned off in the menu system
Reference Altitude
Barometer, can be turned off in the menu system
Altitude unit
Local pressure readout (either in millibars or in inches of mercury)
Use the rotary control to adjust the local pressure setting. Pressing the F1/up key will allow the pilot to enter a reference altitude.
Enter the reference altitude you would like to use in relative mode. Use the rotary control to adjust the reference altitude. Press the F1/up key to accept.
3.6 Density Altitude display
Density altitude is a perceived altitude that pertains to your current altitude and temperature (and to a lesser extent on your current moisture content of the air). Density altitude is relevant for performance calculations of your aircraft. Density altitude affects the performance of your engine, propeller and airfoils. The most noticeable affects of density altitude are length of take-off and landing runs and the ability of your aircraft to carry weight. There are several methods to calculate density altitude, all result in readings that are very close to each other. We decided to implement a popular formula that is often used by pilots to calculate density altitude at their location.
ALT-1 Operating Manual
Da = Density altitude
Pa = Pressure altitude
T = ambient temperature in degrees C
Ts= 15 - 0.0019812 * pressure altitude (ft)
Da = Pa + 118.6 * (T-Ts)
Page 5
Digital VSI readout, can be turned off in the menu system
Compensated density altitude value
Altitude unit
Uncompensated altitude value Local pressure readout (either in millibars or in inches of mercury)
3.7 OAT (Outside air temperature) Display
The OAT probe is used to determine density altitude.
Temporary maximum and minimum OAT since instrument power up, reset using the F1/up key
OAT reading
Temperature unit
4 Menu System
Pressing the rotary control button during the normal display mode will cause the ALT-1 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system.
ALT-1 Operating Manual Page 6
Note: (ADC Values and Calibrate Menus are only visible when powering up the unit and pressing the
Rotary Control). The text “CALIBRATE” will appear on the intro screen when entering this mode.
Warning: The Calibrate Menu is for technical personnel only. Changing any values in this menu may cause the instrument to display incorrect information, and may require the instrument to be returned to the factory for recalibration.
4.1 Exit Menu
Pressing the rotary control on this menu item will cause the ALT-1 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
4.2 Maximum Values
To avoid false recordings, the maximum values function is only activated 10 seconds after the instrument has powered up.
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu.
Move the highlight over this menu item and press the rotary button to reset the maximum altitude and OAT values to the current values.
4.3 Display Setup
Move the highlight over this menu option and press the rotary button to return to the main menu.
Select this menu option to adjust the display contrast.
ALT-1 Operating Manual Page 7
Select this menu option to turn the backlight on or off.
Select whether you want the OAT to be displayed in degress Fahrenheit (ºF) or in degrees Celcius
(ºC).
4.4 Altitude Setup
All altitude related parameters can be setup here.
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu.
Select if you want your altitude readout in feet (ft) or meters (m).
Select if you want your local pressure readout in millibars (mB) or inches of mercury (“Hg).
Select if you want the barometer to be displayed on the altitude screens or not.
4.5 VSI (Vertical Speed Indicator) Setup
All VSI related parameters can be setup here.
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu.
This function is used to set your VSI to read exactly 0ft/min. This is similar to setting the needle on a mechanical VSI to point to zero by turning the adjustment knob on such a VSI. The electronic VSI generally has much less drift compared to a mechanical VSI and this function will only be used very occasionally. Ensure that you perform this function when no pressure changes due to wind or other reasons are occurring.
ALT-1 Operating Manual Page 8
Select if you want to show the built in VSI (vertical speed indicator). The built in VSI will be shown above the altitude readout.
Select if you want your VSI readout in feet/minute (ft/m) or meters/second (m/s).
Note: meters/second will be shown with two decimals, example: “1.23”.
This is a function that is used to calibrate your VSI to read exact rates of climb or decent. This function works as a percentage of initial reading. The default setting for this function is 100%.
Increasing this value increases the VSI reading and decreasing the value decreases the reading.
Suggested VSI calibration method
After you have installed the instrument, perform a calibration flight. This should be done in very calm conditions.
Turbulence and thermal activity will make accurate calibration impossible. Many areas have ideal conditions during early mornings or late afternoons. Place the instrument in “feet” unit mode for ease of calibration. Take your aircraft to a few thousand feet above ground and start a glide with a low power setting. Take a stopwatch and when the glide is stable
(stable VSI reading) start the stopwatch. Take note of your altimeter reading at the same time. Continue the stable glide for one minute exactly. After the minute has finished, take another reading of your altimeter.
Example:
VSI reading during stable glide: -400 ft/min
Start altitude: 2500 ft.
End altitude: 2050 ft.
In the above example the VSI is under reading by about 12%. Set your VSI calibration to 112% to cancel out the error.
4.6 ADC Values
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item.
This menu displays the ADC values that have been read from the pressure sensors.
4.7 Calibrate
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item. Consult your local dealer or factory before entering this menu.
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu.
ALT-1 Operating Manual Page 9
On the back of the ALT-1 you will find the calibration number that has been determined to ensure the most accurate reading of your altimeter. This is the value that should be entered here. Should you have access to an accurate reference you may use this function to calibrate your altimeter.
Before you do this, ensure that you have your local pressure set to coincide with a calibrated and certified reference. Your altimeter has been calibrated by the factory to an accuracy of +/- one mB or
approximately +/- 30 ft (10m).
The ALT-1 is calibrated in degrees Celsius. The ALT-1 is calibrated at the factory using a precision laboratory thermometer. If recalibration is required then adjust the value using the up/down keys or the rotary control until the temperature matches the reference ambient temperature.
5 Altitude Encoder
To use the ALT-1 as an encoding altimeter an Airtalk to parallel Gillham code output encoder such as the MGL Avionics
CNV-AT must be used. This converter takes the Airtalk serial string that is outputted by the ALT-1 and converts it to a parallel Gillham code suitable for aircraft transponders. Please see the CNV-AT operating manual for more information.
6 Loading factory default settings
Pressing and holding the F1 and F2 simultaneously on power up will cause the ALT-1 to load preprogrammed factory default settings. The following screen will be displayed:
7 Operating the alarms
If the alarm is activated, the corresponding item on the display will flash. At the same time the externally available alarm switch will close. The switch will remain closed until any button is pressed to acknowledge the alarm or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator.
The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
8 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The ALT-1 is not waterproof, serious damage could occur if the unit is exposed to water and/or spray jets.
ALT-1 Operating Manual Page 10
9 ALT-1 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
ADC
Dimensions
Enclosure
Weight
Alarm contact current rating
Non-volatile memory storage
Altimeter range
Altimeter resolution
Altitude measurement accuracy
Digital VSI range
Digital VSI resolution
Analog VSI range
VSI measurement accuracy
Airtalk protocol
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection
Approx. 45mA @ 13.8V (backlight on) 15mA @13.8V (backlight off)
114x64 graphic LCD display. Contrast and backlight is user configurable, green/yellow backlight
12bit over sampled successive approximation see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 120 grams
Open collector transistor switch to ground. Maximum rating 0.5A DC
100000 write cycles
-1000ft to 30 000ft (-304m to 9144m)
1ft/1m
+/- 1mB, +/- 30ft at sea level
+/-20ft/m to +/-10 000ft/m
10ft
+/-2000 ft/m, logarithmic scale
+/- 2%, relative to calibration
19200 baud, 8 data bits, no parity, 1 stop bit (TTL voltage levels)
10 Installation
Connect the static port to a suitable static air pressure line. If you have a slow aircraft or an aircraft were the internal cabin pressure does not change during flight and is equivalent to the outside air pressure you may find that it is not required to connect a static port.
For installations in typical ultralight aircraft pods, be aware of possible pressure changes inside the pod during flight caused by ram air or suction effects. This may lead to a false indication of altitude. Often these effects are dependent on the current angle of attack of the airflow around your pod. You will need to install a suitable static port in these cases.
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The ALT-1 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect readings.
10.1 ALT-1 DB9 Cable connections
DB 9 Pin
1
2
4
6
9
Color
Black
Orange
NC
Red
White
Function
Ground
OAT Sensor
Airtalk communication (Not connected)
Used for firmware upgrading and interfacing to the CNV-AT (Airtalk to parallel Gillham code output encoder)
8-30Vdc power
Alarm Output
ALT-1 Operating Manual
10.2 Connection Diagram
Page 11
10.3 Pressure Port Dimensions
Min
Inches
Max
Millimeters
Min Max
A 0.182
0.194
4.62
4.93
B 0.420
0.440
10.67
11.18
11 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labour. Shipping costs are for the account of the purchaser.
Damage as a result of applying excessive pressure to the pressure ports are excluded from warranty.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and or sensors, and damage caused by inductive loads.
ALT-1 Operating Manual
12 Disclaimer
Page 12
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.
ALT-1
ALT-2
ASI-1
ASX-1
AV-1
BAT-1
E-3
FF-1
GF-1
MAP-1
RV-1
RV-2
RTC-2
TC-1
TP-1
Other instruments in the Stratomaster Infinity series
Precision encoding altimeter and vertical speed indicator
Precision encoding altimeter and vertical speed indicator with a serial RS232 transponder output
Airspeed indicator (ASI) with automatic flight log
Encoding aviation altimeter with serial output and airspeed indicator (ASI)
Artificial horizon and magnetic compass indicator
Battery voltage and current monitor
Universal engine monitor
Fuel Computer (single or dual fuel tanks)
+-10G tilt compensated dual range G-force meter
Manifold pressure and RPM Indicator
Universal engine RPM and rotor RPM Indicator
Universal turbine RPM / RPM factor display
Aviation real time clock (RTC) and outside air temperature (OAT) display
4-Channel thermocouple indicator
Universal temperature and pressure gauge
ALT-2
Precision Encoding Altimeter and
Vertical speed indicator (VSI) with a serial RS232 transponder output
Operating Manual – English 1.05
Introduction
The ALT-2 is a 2 1/4” instrument that contains a precision encoding altimeter and a wide range vertical speed indicator.
The altimeter conforms to ANSI standard atmosphere rules from –1000 ft up to a maximum of 30 000 ft. The ALT-2 outputs various formatted RS232 serial data protocols compatible with serial input transponders such as that from
Garmin, Magellan, Northstar, Trimble, Microair etc. The altimeter can display altitude in feet or meters, local pressure can be set in millibars or inches of mercury
The onboard VSI indicator is altitude compensated and can be displayed in either feet/minute (ft/min) or meters/second
(m/s). It also offers a digital readout with a wide range from +/-20 ft/min to as high as +/-10 000 ft/min, it also offers a logarithmic analog display with a +/-2000 ft range. The VSI can be calibrated by the user once the instrument has been installed in the aircraft.
In addition the ALT-2 provides an OAT sender which is used in determining the density altitude of the aircraft. The ALT-2 can also be used to measure relative altitude and it has a facility for the pilot to enter a reference altitude and deviation band that has to be kept.
1 Features
• Precision altimeter from –1000 ft up to a maximum of 30 000 ft (-304m to 9144m)
• The ALT-2 outputs various formatted RS232 serial data protocols compatible with serial input transponders such as that from Garmin, Magellan, Northstar, Trimble, Microair etc.
• The altimeter can display altitude in feet or meters, local pressure can be set in millibars or inches of mercury
• Contains a wide range VSI indicator from +/-20 ft/min to as high as +/-10 000 ft/min
• VSI units can be in feet/minute (ft/min) or in meters/second (m/s)
• Records the maximum and minimum OAT (outside air temperature) and maximum altitude reached in permanent memory
• Records maximum and minimum OAT in temporary memory since instrument power up
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• Alarm output as well as a red LED illuminates when the alarm has been activated
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• Field upgradeable firmware
• 1 year limited warranty
ALT-2 Operating Manual
2 ALT-2 Layout
LED Alarm:
The red LED will illuminate if the deviation band has been exceeded when using the deviation altitude mode
Page 2
Backlit Graphic LCD Display:
Contrast and backlight can be adjusted in the menu system
Up/F1 Button:
Up button in menu system
Deviation mode: Enter reference altitude and deviation band
Relative Mode: Enter reference altitude
Pressure Ports:
Pressure ports connect to the static pressure tube
Harness:
Harness connects to power
Down/F2 Button:
Down button in menu system
Main display scrolling in normal mode
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise for up/down menu scrolling. During normal mode rotating the rotary control will adjust the local pressure setting. Local pressure can be set in either mB or in “Hg.
3 Main Display
The main displays can be toggled by pressing the F2/Down key.
3.1 Altitude and VSI display
This is the standard display for the ALT-2. Use the rotary control to adjust the local pressure setting.
Logarithmic analog
VSI indicator
Altitude relative to mean sea level
Altitude unit
Digital VSI readout
Local pressure readout (either in millibars or in inches of mercury)
ALT-2 Operating Manual
3.2 Altitude relative to sea level display
Use the rotary control to adjust the local pressure setting.
Digital VSI readout, can be turned off in the menu system
Barometer, can be turned off in the menu system
Local pressure readout (either in millibars or in inches of mercury)
3.3 VSI (Vertical Speed Indicator)
The ALT-2 can be setup to be as a VSI (vertical speed indicator).
Altitude relative to mean sea level
Altitude unit
Page 3
Logarithmic analog
VSI indicator
Digital VSI readout
VSI units
3.4 Deviation Altitude display
Altitude deviation function on/off
Altitude deviation band
Display messages when band
has been exceeded
Digital VSI readout, can be turned off in the menu system
Reference Altitude
Local pressure readout (either in millibars or in inches of mercury)
Altitude unit
ALT-2 Operating Manual Page 4
Use the rotary control to adjust the local pressure setting. Pressing the F1/up key will allow the pilot to enter a reference altitude and the deviation band.
Adjust the reference altitude using the rotary control. This is the altitude that the pilot wants to maintain. Press the F1 key to accept, press the F2 key to return to the main display.
Adjust the deviation band above and below your reference altitude that is still acceptable to fly in.
Any altitude outside this band will activate the alarm. Press the F1 key to accept, press the F2 button to return to the main display.
Select whether you want the altitude deviation feature enabled or not. Press the F1 key to enable the altitude deviation feature, press the F2 key to disable the altitude deviation feature.
3.5 Relative Altitude display
Reference Altitude
Digital VSI readout, can be turned off in the menu system
Barometer, can be turned off in the menu system
Altitude unit
Local pressure readout (either in millibars or in inches of mercury)
Use the rotary control to adjust the local pressure setting. Pressing the F1/up key will allow the pilot to enter a reference altitude.
Enter the reference altitude you would like to use in relative mode. Use the rotary control to adjust the reference altitude. Press the F1/up key to accept.
3.6 Density Altitude display
Density altitude is a perceived altitude that pertains to your current altitude and temperature (and to a lesser extent on your current moisture content of the air). Density altitude is relevant for performance calculations of your aircraft. Density altitude affects the performance of your engine, propeller and airfoils. The most noticeable affects of density altitude are length of take-off and landing runs and the ability of your aircraft to carry weight. There are several methods to calculate density altitude, all result in readings that are very close to each other. We decided to implement a popular formula that is often used by pilots to calculate density altitude at their location.
ALT-2 Operating Manual
Da = Density altitude
Pa = Pressure altitude
T = ambient temperature in degrees C
Ts= 15 - 0.0019812 * pressure altitude (ft)
Da = Pa + 118.6 * (T-Ts)
Page 5
Digital VSI readout, can be turned off in the menu system
Compensated density altitude value
Altitude unit
Uncompensated altitude value Local pressure readout (either in millibars or in inches of mercury)
3.7 OAT (Outside air temperature) Display
The OAT probe is used to determine density altitude.
Temporary maximum and minimum OAT since instrument power up, reset using the F1/up key
OAT reading
Temperature unit
4 Menu System
Pressing the rotary control button during the normal display mode will cause the ALT-2 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system.
ALT-2 Operating Manual Page 6
Note: (ADC Values and Calibrate Menus are only visible when powering up the unit and pressing the
Rotary Control). The text “CALIBRATE” will appear on the intro screen when entering this mode.
Warning: The Calibrate Menu is for technical personnel only. Changing any values in this menu may cause the instrument to display incorrect information, and may require the instrument to be returned to the factory for recalibration.
4.1 Exit Menu
Pressing the rotary control on this menu item will cause the ALT-2 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
4.2 Maximum Values
To avoid false recordings, the maximum values function is only activated 10 seconds after the instrument has powered up.
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu.
Move the highlight over this menu item and press the rotary button to reset the maximum altitude and OAT values to the current values.
4.3 Display Setup
Move the highlight over this menu option and press the rotary button to return to the main menu.
Select this menu option to adjust the display contrast.
ALT-2 Operating Manual Page 7
Select this menu option to turn the backlight on or off.
Select whether you want the OAT to be displayed in degress Fahrenheit (ºF) or in degrees Celcius
(ºC).
4.4 Altitude Setup
All altitude related parameters can be setup here.
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu.
Select if you want your altitude readout in feet (ft) or meters (m).
Select if you want your local pressure readout in millibars (mB) or inches of mercury (“Hg).
Select if you want the barometer to be displayed on the altitude screens or not.
Select the protocol of the RS232 output message. The protocol can be selected between GARMIN
AT, Magellan, Northstar/Garmin, Trimble/Garmin, MGL Avionics and Microair UAV. Please see section 5 for more information.
Select the resolution of the output data, a selection of 1,10,25 or 100 ft can be made.
4.5 VSI (Vertical Speed Indicator) Setup
All VSI related parameters can be setup here.
ALT-2 Operating Manual Page 8
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu.
This function is used to set your VSI to read exactly 0ft/min. This is similar to setting the needle on a mechanical VSI to point to zero by turning the adjustment knob on such a VSI. The electronic VSI generally has much less drift compared to a mechanical VSI and this function will only be used very occasionally. Ensure that you perform this function when no pressure changes due to wind or other reasons are occurring.
Select if you want to show the built in VSI (vertical speed indicator). The built in VSI will be shown above the altitude readout.
Select if you want your VSI readout in feet/minute (ft/m) or meters/second (m/s).
Note: meters/second will be shown with two decimals, example: “1.23”.
This is a function that is used to calibrate your VSI to read exact rates of climb or decent. This function works as a percentage of initial reading. The default setting for this function is 100%.
Increasing this value increases the VSI reading and decreasing the value decreases the reading.
Suggested VSI calibration method
After you have installed the instrument, perform a calibration flight. This should be done in very calm conditions.
Turbulence and thermal activity will make accurate calibration impossible. Many areas have ideal conditions during early mornings or late afternoons. Place the instrument in “feet” unit mode for ease of calibration. Take your aircraft to a few thousand feet above ground and start a glide with a low power setting. Take a stopwatch and when the glide is stable
(stable VSI reading) start the stopwatch. Take note of your altimeter reading at the same time. Continue the stable glide for one minute exactly. After the minute has finished, take another reading of your altimeter.
Example:
VSI reading during stable glide: -400 ft/min
Start altitude: 2500 ft.
End altitude: 2050 ft.
In the above example the VSI is under reading by about 12%. Set your VSI calibration to 112% to cancel out the error.
4.6 ADC Values
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item.
This menu displays the ADC values that have been read from the pressure sensors.
ALT-2 Operating Manual
4.7 Calibrate
Page 9
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item. Consult your local dealer or factory before entering this menu.
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu.
On the back of the ALT-2 you will find the calibration number that has been determined to ensure the most accurate reading of your altimeter. This is the value that should be entered here. Should you have access to an accurate reference you may use this function to calibrate your altimeter.
Before you do this, ensure that you have your local pressure set to coincide with a calibrated and certified reference. Your altimeter has been calibrated by the factory to an accuracy of +/- one mB or
approximately +/- 30 ft (10m).
The ALT-2 is calibrated in degrees Celcius. The ALT-2 is calibrated at the factory using a precision laboratory thermometer. If recalibration is required then adjust the value using the up/down keys or the rotary control until the temperature matches the reference ambient temperature.
5 Serial RS232 Altitude Encoder output
The ALT-2 outputs a formatted serial RS232 message that can be directly interfaced to various RS232 serial input transponders such as those from Garmin, Trimble, Magellan, Northstar and Microair. The message contains the current pressure altitude with a fixed reference to 1013.25mB (29.92 inches mercury). All protocols use 8 databits, no parity, and
1 stop bit. The message is outputted once a second.
Protocol
Garmin AT
Baud
Rate
1200
Message format Example
Magellan
Northstar,
Garmin
Trimble, Garmin
MGL Avionics
1200
4800
9600
9600
#AL, space, +/-, five altitude digits right justified zero padded, T+25, checksum, carriage return
#AL +02372T+25DF[CR]
The checksum is a simple modulo 256 sum of the binary values of the individual characters. The checksum is sent as two characters in hexadecimal format
#MGL, +/-, five altitude digits right justified zero padded, T+25, checksum, carriage return
$MGL+02372T+2513[CR]
The checksum is a simple modulo 256 sum of the binary values of the individual characters. The checksum is sent as two characters in hexadecimal format
ALT, space, five altitude digits right justified zero padded, carriage return
ALT, space, five altitude digits right justified zero padded, carriage return
ALT, +/-, five altitude digits right justified zero padded ,1013.25mB (29.92”Hg) referenced, C, +/-, five altitude digits right
ALT 02372[CR]
ALT 02372[CR]
ALT+02372C+02372L1013+0000XCA[CR]
ALT-2 Operating Manual
Microair UAV
STX=0x02
ETX=0x03
CR=0x0D
9600 justified zero padded (corrected to local pressure), L, local pressure setting in millibars,+/-, four digit VSI reading right justified zero padded in ft/min, X, checksum, carriage return
The checksum is a simple modulo 256 sum of the binary values of the individual characters. The checksum is sent as two characters in hexadecimal format
STX,a,=, five altitude digits right justified zero padded, ETX
[STX]a=02372[ETX]
Page 10
6 Loading factory default settings
Pressing and holding the F1 and F2 simultaneously on power up will cause the ALT-2 to load preprogrammed factory default settings. The following screen will be displayed:
7 Operating the alarms
If the alarm is activated, the corresponding item on the display will flash. At the same time the externally available alarm switch will close. The switch will remain closed until any button is pressed to acknowledge the alarm or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator.
The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
8 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The ALT-2 is not waterproof, serious damage could occur if the unit is exposed to water and/or spray jets.
ALT-2 Operating Manual Page 11
9 ALT-2 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
ADC
Dimensions
Enclosure
Weight
Alarm contact current rating
Non-volatile memory storage
Altimeter range
Altimeter resolution
Altitude measurement accuracy
Digital VSI range
Digital VSI resolution
Analog VSI range
VSI measurement accuracy
RS232 protocol
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection
Approx. 45mA @ 13.8V (backlight on) 15mA @13.8V (backlight off)
114x64 graphic LCD display. Contrast and backlight is user configurable, green/yellow backlight
12bit over sampled successive approximation see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 140 grams
Open collector transistor switch to ground. Maximum rating 0.5A DC
100000 write cycles
-1000ft to 30 000ft (-304m to 9144m)
1ft/1m
+/- 1mB, +/- 30ft at sea level
+/-20ft/m to +/-10 000ft/m
10ft
+/-2000 ft/m, logarithmic scale
+/- 2%, relative to calibration
Various baud rates, 8 data bits, no parity, 1 stop bit (RS232 voltage levels). See section 5 for more details
10 Installation
Connect the static port to a suitable static air pressure line. If you have a slow aircraft or an aircraft were the internal cabin pressure does not change during flight and is equivalent to the outside air pressure you may find that it is not required to connect a static port.
For installations in typical ultralight aircraft pods, be aware of possible pressure changes inside the pod during flight caused by ram air or suction effects. This may lead to a false indication of altitude. Often these effects are dependent on the current angle of attack of the airflow around your pod. You will need to install a suitable static port in these cases.
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The ALT-2 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect readings.
10.1 Connecting the ALT-2 to your transponder:
The ALT-2 has a RS232 serial output. Connect the RS232 output wire (DB9 pin 3 - green) to the transponders RX input pin. Make sure that the ALT-2 ground is connected to the transponders minus terminal or to the RS232 ground if available.
Consult your transponder manual for information on the transponder connector. You may need to enable the serial input on your transponder and select a protocol. Select a protocol that is supported by both the ALT-2 and the transponder.
NOTE: Your country may have regulations that do not allow you to install a transponder or an encoding altimeter yourself. The installation may have to be performed by an authorized person or company. Please check your applicable regulations with your aviation authorities.
ALT-2 Operating Manual
10.2 Connection Diagram
Page 12
10.3 ALT-2 DB9 Cable connections
DB 9 Pin
1
2
3
4
6
9
Color
Black
Orange
Green
NC
Red
White
Function
Ground
OAT Sensor
RS232 Output to transponder
Airtalk communication (Not connected)
Used for firmware upgrading
8-30Vdc power
Alarm Output
10.4 Pressure Port Dimensions
Min
Inches
Max
Millimeters
Min Max
A 0.182
0.194
4.62
4.93
B 0.420
0.440
10.67
11.18
ALT-2 Operating Manual Page 13
11 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labour. Shipping costs are for the account of the purchaser.
Damage as a result of applying excessive pressure to the pressure ports are excluded from warranty.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and or sensors, and damage caused by inductive loads.
12 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.
ALT-1
ALT-2
ASI-1
ASX-1
AV-1
BAT-1
E-3
FF-1
GF-1
MAP-1
RV-1
RV-2
RTC-2
TC-1
TP-1
Other instruments in the Stratomaster Infinity series
Precision encoding altimeter and vertical speed indicator
Precision encoding altimeter and vertical speed indicator with a serial RS232 transponder output
Airspeed indicator (ASI) with automatic flight log
Encoding aviation altimeter with serial output and airspeed indicator (ASI)
Artificial horizon and magnetic compass indicator
Battery voltage and current monitor
Universal engine monitor
Fuel Computer (single or dual fuel tanks)
+-10G tilt compensated dual range G-force meter
Manifold pressure and RPM Indicator
Universal engine RPM and rotor RPM Indicator
Universal turbine RPM / RPM factor display
Aviation real time clock (RTC) and outside air temperature (OAT) display
4-Channel thermocouple indicator
Universal temperature and pressure gauge
ASI-1
Airspeed Indicator (ASI) with automatic flight log
Operating Manual – English 1.06
Introduction
The ASI-1 airspeed indicator is a 2 1/4” instrument that provides a wide range airspeed indication in both digital and analog formats. Airspeed is based on the pressure generated by a pitot tube system and a static port is provided as well for use by high speed aircraft. In addition, the ASI-1 provides a 24 entry automatic flight log that stores the duration of each of the last 24 flights, an air-distance trip counter and a current flight timer. Airspeed can be indicated in statute miles per hour (mph), kilometers per hour (km/h) or nautical miles per hour (knots) with the air-distance being displayed in corresponding units. The analog airspeed display can be scaled according to the aircraft’s flying speed range and markers for Vs, Vf, Vno and Vne can be set. ASI sensitivity can be calibrated by the user to cater for errors caused by pitot tube placement. The ASI-1 instrument measures airspeed from 16mph to 250mph and is well suited to slower aircraft due to very good sensitivity and linearity at low air speeds.
The ASI-1 also outputs airspeed information via the airtalk protocol for interfacing to the Infinity FF-1 (fuel flow computer for single or dual fuel tanks) and the SP-X (AHRS) instruments
1 Features
• Measure airspeed from 16mph to 250mph and is well suited to slow aircraft due to very good sensitivity and linearity at low air speeds
• Includes a 24 entry automatic flight log
• Includes an air-distance trip counter and a flight timer
• Airspeed units can be set to miles per hour (mph), kilometer per hour (km/h) or nautical miles per hour
(knots)
• Contains a programmable low/high airspeed alarm
• Records maximum airspeed reached in permanent memory
• Analog bar graph indicating airspeed with markers for Vs, Vf, Vno and Vne
• Outputs airspeed information via the airtalk protocol for interfacing to the Infinity FF-1 (fuel flow computer for single or dual fuel tanks) and the SP-X (AHRS) instruments
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• External alarm output as well as a red LED illuminates when the alarm has been activated
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• 1 year limited warranty
ASI-1 Operating Manual
2 ASI-1 Layout
Page 2
Backlit Graphic LCD Display:
Contrast and backlight can be adjusted in the menu system
Up/F1 Button:
Up button in menu system
Start/Stop flight in normal mode
LED Alarm:
The red LED will illuminate if the airspeed alarm set-point has been exceeded
Pressure Ports:
Pressure ports connect to static and pitot tubes
Harness:
Harness connects to power
Down/F2 Button:
Down button in menu system
Reset air distance trip counter in normal mode
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise for up/down menu scrolling. During normal mode rotating the rotary control will display the permanent memory maximum recorded airspeed.
3 Main Display
Digital airspeed
Analog airspeed display
Airspeed markers
Airspeed alarm
Air distance trip counter
Duration of flight since take-off
Airspeed units
Maximum airspeed reached marker
ASI-1 Operating Manual
3.1 Start/Stop Flight Display
Page 3
Press the F1 key during the normal display mode to manually start/stop a flight. This key is only active if the ASI-1 is setup to select the manual flight option under the “Flight Log” setup menu.
3.2 Reset Air Distance Trip Counter Display
This display can be accessed by pressing the F2 key during the normal display mode. Pressing the F1 key will reset the air distance trip counter to zero. Pressing any other key will cause the ASI-1 to resume to the normal display mode. The air distance trip counter can still be reset manually even if the pilot selects the automatic resetting of the air distance trip counter.
Note: The air distance trip counter measures distance flown through the air. This is not the same as distance flown over the ground unless you are flying at sea level at zero wind speed. The air distance shown is subject to under reading at altitude due to decreased air density.
3.3 Maximum Airspeed Display
This display can be accessed by rotating the rotary control either clockwise or anticlockwise during the normal display mode. Pressing the F1 key again will reset the maximum airspeed to the current airspeed. Pressing any other key will cause the ASI-1 to resume back to the normal display mode. To avoid false recordings, the maximum airspeed function is only activated 10 seconds after the instrument has powered up.
Note: The maximum airspeed is stored in non-volatile memory and is recalled on power-up.
ASI-1 Operating Manual Page 4
4 Menu System
Pressing the rotary control button during the normal display mode will cause the ASI-1 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system.
Note: (ADC Values and Calibrate Menus are only visible when powering up the unit and pressing the
Rotary Control). The text “CALIBRATE” will appear on the intro screen when entering this mode.
Warning: The Calibrate Menu is for technical personnel only. Changing any values in this menu may cause the instrument to display incorrect information, and may require the instrument to be returned to the factory for recalibration.
4.1 Exit Menu
Pressing the rotary control on this menu item will cause the ASI-1 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
4.2 Flight Log
The ASI-1 uses the following algorithm to determine if a flight is in progress (Detect Mode): If airspeed is greater than the preset flight take off airspeed for a duration of 60 seconds or more, a flight is started with a logbook entry. The flight ends if airspeed falls below the preset flight take-off airspeed for 30 seconds. During a flight the logbook cannot be viewed.
The above algorithm ensures that touch-and-goes will not result in the end of a flight and a logbook entry. Should the instrument be switched off during a flight, this will end the flight and the log will reflect the time until the instrument was switched off. Should the instrument be switched on again during a flight, a new flight will start for logging purposes.
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu
ASI-1 Operating Manual Page 5
Select this function to view the flight log. The flight log contains the duration of each of the last 24 logged flights. Duration is displayed in hours and minutes.
Use the up/down keys or the rotary control to navigate through the log. Empty log entries are shown as “-----“.
Note: You cannot select this function while a flight is in progress.
Pressing the F1 key will erase all the flight log entries
Select if you would like the hour to be displayed in decimal fractions (0-99) or minutes (0-59).
This setting influences the current flight time display and the flight log.
Select whether you want the ASI-1 to automatically detect a flight or whether the pilot must press the
F1 key to start/stop a flight.
This menu option is only shown if the “detect” flight mode is selected. Enter the airspeed that you want to start a flight log.
4.3 Display Setup
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu
Select this menu option to adjust the display contrast
Select this menu option to turn the backlight on or off
ASI-1 Operating Manual
4.4 Airspeed Setup
All the airspeed parameters can be setup here
Page 6
Move the highlight over this menu option and press the rotary button to return to the main menu
This setup allows your instrument to measure the zero airspeed reading of the airspeed sensor and set a calibration value internally for this. This is equivalent to some mechanical airspeed indicators that have an adjustment to set the needle to zero when the aircraft is not moving. You would use this function occasionally if you see an airspeed reading when the aircraft is at rest. This may be caused by aging of the built in pressure sensor or related electronics. When this function is performed make sure that there is no air flow into the pitot tube as this would result in an incorrect internal calibration.
Pressing the F1 key will zero the airspeed sensor.
Select the maximum value that you want the airspeed analog bar graph display to show. This can give you increased display resolution.
Select whether you want the low air speed alarm to be turned on or off. The low airspeed alarm is only activated once a flight has started.
Enter the low airspeed set-point for when the alarm must activate. Any speed below this value will activate the alarm.
Select whether you want the high air speed alarm to be turned on or off.
Enter the high airspeed set-point for when the alarm must activate. Any speed above this value will activate the alarm.
Select your preferred units. You can select statute miles, kilometers or nautical miles. According to this selection your airspeed will be indicated in mph, km/h or knots.
This function can be used to select the signal filter time constant. Selections are “fast” or “slow”. This selection influences the rate at which your ASI can change its reading. If you have an installation that suffers from strong turbulence at the pitot tube, select “slow”. If you have a very clean airflow in front of the pilot tube you can select “fast” which will give you a faster response to airspeed changes.
Select if you want the air-distance counter to reset automatically at the start of a flight or if you want to reset manually only.
Note: You can reset the air distance counter at any time regardless of this setting.
ASI-1 Operating Manual Page 7
You can set up a marker on the analog airspeed display for Vs. Vs would be your stall speed or minimum safe flying speed. You may also choose to use this marker as your approach speed.
You can set up a marker on the analog airspeed display for Vf. Vf is your maximum flap speed.
You can set up a marker on the analog airspeed display for Vno. Vno is the maximum maneuvering speed or top end of the normal operating speed range.
You can set up a marker on the analog airspeed display for Vne. Vne is the never exceed maximum speed.
4.5 ADC Values
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item.
This menu displays the ADC values that have been read from the pressure sensor.
4.6 Calibrate
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item. Consult your local dealer or factory before entering this menu.
This function is used to calibrate your airspeed indicator. During the factory calibration a factor has been determined and entered here that will give you accurate airspeed, provided your pitot tube is not influenced by pressure effects caused by airflow around your airframe. The calibration is displayed in % of the reading, you can increase or decrease the reading if required to help cancel out under or over reading of the airspeed indicator on your aircraft. The original calibration factor has been written onto the back of your instrument.
ASI-1 Operating Manual Page 8
5 Loading Factory default settings
Pressing and holding the F1 and F2 key simultaneously on power up will cause the ASI-1 to load preprogrammed factory default settings. The following screen will be displayed:
6 Operating the alarms
If the alarm is activated, the corresponding item on the display will flash. At the same time the externally available alarm switch will close. The switch will remain closed until any button is pressed to acknowledge the alarm or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator.
The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
7 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The ASI-1 is not waterproof, serious damage could occur if the unit is exposed to water and/or spray jets.
8 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
ADC
Dimensions
Enclosure
Weight
Alarm contact current rating
Non-volatile memory storage
Airspeed range
Airspeed resolution
Measurement accuracy
Airtalk protocol
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection
Approx. 45mA @ 13.8V (backlight on) 15mA @13.8V (backlight off)
114x64 graphic LCD display. Contrast and backlight is user configurable, green/yellow backlight
12bit over sampled successive approximation see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 116 grams
Open collector transistor switch to ground. Maximum rating 0.5A DC
100000 write cycles
16mph to 250mph
1 mph
+/-1% at 85mph nominal
19200 baud, 8 data bits, no parity, 1 stop bit (TTL voltage levels)
ASI-1 Operating Manual Page 9
9 Installation
Connect a pitot tube to the “pressure port” and if required connect the static port. Pitot tubes are found in a large variety at your aircraft parts shop, in mail order catalogs or you can make your own. Contrary to popular belief, pitot tubes are not carefully designed and calibrated but are simple orifices or tubes that get pointed in the direction that you are flying. The forward movement of the aircraft causes air to dam inside the pitot tube. This increases the pressure inside the tube. Most small aircraft such as ultralights or microlights do not require a connection to a static port. In these cases, simply leave the static port open. Ensure however that the static port does not receive pressurized air due to the forward movement of the aircraft. Be especially critical of your pod or panel if you do not use a static port. Any build up of a pressure differential due to ram air or suction can lead to large errors of the indicated airspeed. Static ports are usually mounted at a strategic position on the rear side of the aircraft fuselage for faster, pressurized aircraft. Suitable pitot tubes can be made from a short piece of hollow aluminum or copper piping. Length and diameter are not important. Ensure that the front of the pitot tube has a suitable chamfer if you use thick walled tubing or you may introduce a speed reading error if you have a faster aircraft.
Example cross-section of thick walled pitot tube.
Suitable connection hose for both pitot tube and static port can be obtained from a hardware store or even a pet shop.
Good quality tubing is often used for fish tanks and it has just the right diameter.
Please note that this kind of tubing is not advised for pressurized aircraft. In this case you would need to obtain aircraft grade tubing of suitable diameter. You would also have to use hose clamps to fasten the hose onto the ASI-1 pitot and static ports. The ASI-1 allows you to calibrate the airspeed reading. This is done under the “Calibrate” menu item. The main reason for this is to be able to remove errors introduced due to the airflow around your aircraft which may have an effect on your pitot tube pressure.
9.1 ASI-1 DB9 Cable connections
DB 9 Pin
1
4
6
9
Color
Black
NC
Red
White
9.2 Pressure Port Dimensions
Function
Ground
Airtalk communication
Used for firmware upgrading and interfacing to the FF-1/SP-X (Airtalk speed message)
8-30Vdc power
Alarm Output
A
B
Min
0.248
Inches
Max
0.278
0.420
0.440
Millimeters
Min
6.30
Max
7.06
10.67
11.18
C 0.182
0.194
4.62
4.93
D 0.310
0.330
7.87
8.38
ASI-1 Operating Manual
9.3 Connection Diagram
Page 10
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The ASI-1 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect voltage and or current readings.
10 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labour. Shipping costs are for the account of the purchaser.
Damage as a result of applying excessive pressure to the pressure ports are excluded from warranty.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and/or sensors, and damage caused by inductive loads.
ASI-1 Operating Manual Page 11
11 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.
ASI-1
ASX-1
AV-1
BAT-1
E-3
FF-1
GF-1
MAP-1
RV-1
RV-2
RTC-2
TC-1
TP-1
Other instruments in the Stratomaster Infinity series
ALT-1
ALT-2
Precision encoding altimeter and vertical speed indicator
Precision encoding altimeter and vertical speed indicator with a serial RS232 transponder output
Airspeed indicator (ASI) with automatic flight log
Encoding aviation altimeter with serial output and airspeed indicator (ASI)
Artificial horizon and magnetic compass indicator
Battery voltage and current monitor
Universal engine monitor
Fuel Computer (single or dual fuel tanks)
+-10G tilt compensated dual range G-force meter
Manifold pressure and RPM Indicator
Universal engine RPM and rotor RPM Indicator
Universal turbine RPM / RPM factor display
Aviation real time clock (RTC) and outside air temperature (OAT) display
4-Channel thermocouple indicator
Universal temperature and pressure gauge
ASX-1
Encoding aviation altimeter with serial output and airspeed Indicator
(ASI)
Operating Manual – English 1.06
Introduction
The ASX-1 altimeter/airspeed combo is a 2 1/4” instrument based on a precision altimeter and a wide range, sensitive airspeed indicator. The altimeter conforms to ANSI standard atmosphere rules from –1000 ft up to a maximum of 30 000 ft.The altimeter includes an encoding serial output that, when used in combination with MGL Avionics CNV-AT, provides a parallel Gillham code interface for transponders. The altimeter can display altitude in feet or meters. Local pressure can be set in millibars or inches of Mercury.
The airspeed indicator can show air speeds from 16 to 250 mph and is well suited for use in slow aircraft due to very good sensitivity and linearity at low air speeds. The airspeed indicator as well as altimeter can interface to a static port and the airspeed indicator is based on a standard aviation pitot tube. The airspeed indicator can be set to indicate speeds in statute miles per hour (mph), kilometers per hour (km/h) or nautical miles per hour (knots) with the air-distance being displayed in corresponding units. The airspeed sensitivity can be calibrated by the user to cater for errors caused by pitot tube placement. The ASX-1 also outputs airspeed information via the airtalk protocol for interfacing to the Infinity FF-1 /
Velocity FF-3 (fuel flow computer for single or dual fuel tanks) and the SP-X (AHRS) instruments.
In addition the ASX-1 provides a 24 entry automatic flight log that stores the duration of each of the last 24 flights, an airdistance trip counter and a current flight timer. The ASX-1 is the ideal instrument for installations where panel space is limited.
1 Features
• Precision altimeter from –1000 ft up to a maximum of 30 000 ft (-304 to 9144m)
• Provides a parallel Gillham code interface for transponders when used in combination with the MGL
Avionics CNV-AT
• The altimeter can display altitude in feet or meters. Local pressure can be set in millibars or inches of
Mercury
• Airspeed ranges from 16 to 250mph and is well suited to slow aircraft due to very good sensitivity and linearity at low air speeds. Airspeed can be displayed as IAS or a calculation based TAS
• Includes a 24 entry automatic flight log
• Includes an air-distance trip counter and a flight timer
• Airspeed units can be in miles per hour (mph), kilometer per hour (km/h) or nautical miles per hour (knots)
• Contains a programmable low/high airspeed alarm
• Records maximum airspeed and altitude reached in permanent memory
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• Alarm output as well as a red LED illuminates when the alarm has been activated
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• Field upgradeable firmware
• 1 year limited warranty
ASX-1 Operating Manual
2 ASX-1 Layout
Page 2
LED Alarm:
The red LED will illuminate if the airspeed alarm set points has been exceeded
Backlit Graphic LCD Display:
Contrast and backlight can be adjusted in the menu system
Pressure Ports:
Pressure ports connect to static and pitot tubes
Up/F1 Button:
Up button in menu system
Start/Stop flight in normal mode
Harness:
Harness connects to power
Down/F2 Button:
Down button in menu system
Flight time and air distance display in normal mode
Rotary Control (up/down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise for up/down menu scrolling. During normal mode rotating the rotary control will adjust the local pressure setting. Local pressure can be set in either mB or in “Hg.
3 Main Display
Digital airspeed display
Digital altimeter
Local pressure readout (either in millibar or in inches of Mercury)
IAS: Indicated airspeed
TAS: True airspeed
Airspeed units
Altitude units
ASX-1 Operating Manual
3.1 Start/Stop Flight display
Page 3
Press the F1 key during the normal display mode to manually start/stop a flight. This key is only active if the ASX-1 is setup to select the manual flight option under the log book setup menu.
3.2 Flight time and air distance display
This display can be accessed by pressing the F2 key during the normal display mode. Use the up/down keys or the rotary control to select “reset air dist” to reset the air distance counter. The flight time is automatically reset when a new flight is started. The air distance trip counter can still be reset manually even if the pilot selects the automatic resetting of the air distance trip counter.
Note: The air distance trip counter measures distance flown through the air. This is not the same as distance flown over the ground unless you are flying at sea level at zero wind speed. The air distance shown is subject to under reading at altitude due to decreased air density.
4 Menu System
Pressing the rotary control button during the normal display mode will cause the ASX-1 to enter the menu system. Use the up/ down keys or the rotary control to navigate through the menu system.
ASX-1 Operating Manual Page 4
Note: (ADC Values and Calibrate Menus are only visible when powering up the unit and pressing the
Rotary Control). The text “CALIBRATE” will appear on the intro screen when entering this mode.
Warning: The Calibrate Menu is for technical personnel only. Changing any values in this menu may cause the instrument to display incorrect information, and may require the instrument to be returned to the factory for recalibration.
4.1 Exit Menu
Pressing the rotary control on this menu item will cause the ASX-1 to exit the menu system. All changes made during navigation of menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
4.2 Maximum Values
To avoid false recordings, the maximum values function is only activated 10 seconds after the instrument has powered up.
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu.
Move the highlight over this menu item and press the rotary button to reset the maximum altitude and airspeed values to the current values.
4.3 Flight Log
The ASX-1 uses the following algorithm to determine if a flight is in progress (Detect Mode):
If airspeed is greater than the preset flight take off airspeed for the duration of 60 seconds or more, a flight is started with a logbook entry. The flight ends if airspeed falls below the preset flight take off airspeed for 30 continuous seconds. During a flight the logbook cannot be viewed.
The above algorithm ensures that touch-and-goes will not result in the end of a flight and a logbook entry. Should the instrument be switched off during a flight, this will end the flight and the log will reflect the time until the instrument was switched off. Should the instrument be switched on again during a flight, a new flight will start for logging purposes.
Move the highlight over this menu item and press the rotary button to return to the main menu.
ASX-1 Operating Manual Page 5
Select this function to view the flight log. The flight log contains the duration of each of the last 24 logged flights. Duration is displayed in hours and minutes.
Eight flights are displayed at a time, Use the up/down or the rotary control to navigate through the log. Empty log entries are shown as “--:--“.
Note: You cannot view the flight log while a flight is in progress.
Pressing the F1 key will erase all the flight log entries.
Select if you would like the hour to be displayed in decimal fractions (0-99) or minutes (0-59).
This setting influences the current flight time display and the flight log.
Select whether you want the ASX-1 to automatically detect a flight or whether the pilot must press the F1 key to start/stop a flight.
This menu item is only shown if the “detect” flight mode is selected. Enter the airspeed that you want a flight log entry to start.
4.4 Display Setup
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu.
Select this menu option to adjust the display contrast.
Select this menu option to turn the backlight on and off.
ASX-1 Operating Manual
4.5 Altitude Setup
Page 6
Move the highlight over this menu item and press the rotary button to return to the main menu.
Select if you want your altitude readout in feet (ft) or meters (m).
Select if you want your local pressure readout in millibars (mB) or inches of Mercury (“Hg).
Select whether you want the altitude display on the top or on the bottom of the main display.
4.6 Airspeed Setup
All the airspeed parameters can be setup here.
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu.
This setup allows your instrument to measure the zero airspeed reading of the airspeed sensor and set a calibration value internally for this. This is equivalent to some mechanical airspeed indicators that have an adjustment to set the needle to zero when the aircraft is not moving. You would use this function occasionally if you see an airspeed reading when the aircraft is at rest. This may be caused by aging of the built in pressure sensor or related electronics. When you perform this function, make sure that no wind is blowing into the pitot tube as this would result in an incorrect internal calibration.
Pressing the F1 key will zero the airspeed sensor.
Enter whether you want the airspeed to display true airspeed (TAS) or indicated airspeed (IAS).
Please see section 6 below for more information on true airspeed (TAS).
ASX-1 Operating Manual Page 7
Enter the low airspeed set-point for when the alarm must activate. Any speed below this value will activate the alarm.
Select whether you want the low air speed alarm to be turned on or off. The low airspeed alarm is only activated once a flight has started.
Enter the high airspeed set-point for when the alarm must activate. Any speed above this value will activate the alarm.
Select whether you want the high air speed alarm to be turned on or off.
Select the ASI unit of preference. You can select statute miles, kilometers or nautical miles.
According to this selection your airspeed will be indicated in mph, km/h or knots.
This function can be used to select the signal filter time constant. Selections are “fast” or “slow”. This selection influences the rate at which your ASI can change its reading. If you have an installation that suffers from strong turbulence at the pitot tube, select “slow”. If you have a very clean airflow in front of the pilot tube you can select “fast” which will give you a faster response to airspeed changes.
Select if you want the air-distance counter to reset automatically at the start of a flight or if you want to reset it manually only.
Note: You can reset the air distance counter at any time regardless of this setting.
Select whether you want the airspeed display on the top or on the bottom of the main display.
4.7 ADC Values
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item.
This menu displays the ADC values that have been read from the pressure sensors.
4.8 Calibrate
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item. Consult your local dealer or factory before entering this menu.
ASX-1 Operating Manual Page 8
Move the highlight over this menu item and press the rotary button to return to the main menu.
On the back of the ASX-1 you will find the calibration number that has been determined to result in the most accurate reading of your altimeter. This is the value that should be entered here. Should you have access to an accurate reference you may use this function to calibrate your altimeter.
Before you do this, ensure that you have your local pressure set to coincide with a calibrated and certified reference. Your altimeter has been calibrated by the factory to an accuracy of +/- one mB
or approximately +/- 30 ft (10m).
This function is used to calibrate your airspeed indicator. During the factory calibration a factor has been determined and entered here that will give you accurate airspeed provided your pitot tube is not influenced by pressure effects caused by airflow around your airframe. The calibration works in
% of the reading and you can increase or decrease the reading if required to help cancel out under or over reading of the airspeed indicator on your aircraft. The original calibration factor has been
written onto the back of your instrument.
5 Altitude Encoder
To use the ASX-1 as an encoding altimeter an Airtalk to parallel Gillham code output encoder such as the MGL Avionics
CNV-AT must be used. This converter takes the Airtalk serial string that is outputted by the ASX-1 and converts it to a parallel Gillham code suitable for aircraft transponders. Please see the CNV-AT operating manual for more information.
6 True airspeed (TAS)
TAS is indicated airspeed corrected for air density. As air density decreases with altitude, an airspeed indicator will under read at altitude. This error can be appreciable, for example at an altitude of 5 000 ft (1 524 m) errors of 5% to 10% are possible depending on local weather and temperature conditions. As you increase the altitude the error gets larger quickly. Setting your instrument to read TAS will correct for this error based on the pressure altitude reading, taking your current QNH setting into account. The result of this is an airspeed reading that can be as accurate as 1%, depending mainly on the errors introduced by the airflow around your aircraft and pitot tube.
How is TAS calculated? Often pilots ignore the effect of temperature and only take altitude into account when converting
ASI to TAS. For practical purposes this is quite accurate and gives a good reflection on your true airspeed. Keeping in mind that ASI measurement is subject to errors caused by airflow around your aircraft, there seems little point in taking this calculation to absolute resolution. Again, we have decided to use a formulae often used by pilots. This way the instrument reading will agree with what pilots are used to.
Based on Worthington’s 13th edition page 349:
Add 1.75% of indicated airspeed (IAS) per 1000 ft (304.9 m) increase in altitude above sea level.
We assume here that IAS = RAS (rectified air speed).
Warning
when using TAS: You aircraft’s stall, rotation and approach speeds are based on sea-level ASI indication. Should you use TAS indication at altitude you must correct for the reduced ambient pressure effects on the control and flight surfaces of your aircraft. Should you fail to do so you will endanger your flight by flying to slowly for prevailing conditions. Always use the ASI indication to determine your rotation or approach speeds.
ASX-1 Operating Manual Page 9
7 Loading factory default settings
Pressing and holding the F1 and F2 simultaneously on power up will cause the ASX-1 to load preprogrammed factory default settings. The following screen will be displayed:
8 Operating the alarms
If the alarm is activated, the corresponding item on the display will flash. At the same time the externally available alarm switch will close. The switch will remain closed until any button is pressed to acknowledge the alarm or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator.
The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
9 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The ASX-1 is not waterproof, serious damage could occur if the unit is exposed to water and/or spray jets.
10 ASX-1 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
ADC
Dimensions
Enclosure
Weight
Alarm contact current rating
Non-volatile memory storage
Altimeter range
Altimeter resolution
Measurement accuracy
Airspeed range
Airspeed resolution
Measurement accuracy
Airtalk protocol
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection
Approx. 50mA @ 13.8V (backlight on) 16mA @13.8V (backlight off)
114x64 graphic LCD display. Contrast and backlight is user configurable, green/yellow backlight
12bit over sampled successive approximation see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 120 grams
Open collector transistor switch to ground. Maximum rating 0.5A DC
100000 write cycles
-1000ft to 30 000ft (-304m to 9144m)
1ft/1m
+/- 1mB, +/- 30ft at sea level
16mph to 250mph
1 mph
+/-1% at 85mph nominal
19200 baud, 8 data bits, no parity, 1 stop bit (TTL voltage levels)
ASX-1 Operating Manual Page 10
11 Installation
Connect the static port to a suitable static air pressure line. If you have a slow aircraft or an aircraft were the internal cabin pressure does not change during flight and is equivalent to the outside air pressure you may find that it is not required to connect a static port. For installations in typical ultralight aircraft pods, be aware of possible pressure changes inside the pod during flight caused by ram air or suction effects. This may lead to a false indication of altitude and/or airspeed. Often these effects are dependent on the current angle of attack of the airflow around your pod. You will need to install a suitable static port in these cases. Connect your pitot tube to the “pressure port”. Pitot tubes are found in a large variety at your aircraft parts shop, in mail order catalogs or you can make your own. Contrary to popular belief, pitot tubes are not carefully designed and calibrated, but are simple orifices or tubes that get pointed in the direction that you are flying. The forward movement of the aircraft causes air to dam inside the pitot tube. This increases the pressure inside the tube. Most small aircraft such as ultralights or microlights do not require a connection to a static port. In these cases, simply leave the static port open. Ensure however that the static port does not receive pressurized air due to the forward movement of the aircraft. Be especially critical of your pod or panel if you do not use a static port. Any build up of a pressure differential due to ram air or suction can lead to large errors of the indicated airspeed. Static ports are usually mounted at a strategic position on the rear side of the aircraft fuselage for faster, pressurized aircraft. Suitable pitot tubes can be made from a short piece of hollow aluminium or copper piping. Length and diameter are not important. Ensure that the front of the pitot tube has a suitable chamfer if you use thick walled tubing or you may introduce a speed reading error if you have a faster aircraft.
Example cross-section of thick walled pitot tube.
Suitable connection hose for both pitot tube and static port can be obtained from a hardware store or even a pet shop.
Good quality tubing is often used for fish tanks and it has just the right diameter. Please note that this kind of tubing is not advised for pressurized aircraft. In this case you would need to obtain aircraft grade tubing of suitable diameter. You would also have to use hose clamps to fasten the hose onto the ASX-1 pitot and static ports. The ASX-1 allows you to calibrate the airspeed reading. This is done in the “Calibrate” menu item. The main reason for this is to be able to remove errors introduced due to the airflow around your aircraft which may have an effect of your pitot tube pressure.
11.1 ASX-1 DB9 Cable connections
DB 9 Pin Color
1 Black
4 RCA
(Inner cable)
6
9
Red
White
Function
Ground
Airtalk communication
Used for firmware upgrading and interfacing to the FF-1/SP-X (Airtalk speed message) or the CNV-AT (Airtalk to parallel Gillham code output encoder)
8-30Vdc power
Alarm Output
ASX-1 Operating Manual Page 11
11.2 Connection Diagram
Connect static port to suitable static line on the aircraft. Note: Leaving this port unconnected may lead to airspeed and altitude errors as cabin pressure changes due to airflow or other factors. Connect the pressure port to a pitot tube. The location of the pitot tube should be chosen so it is exposed to clean, undisturbed airflow at the same speed as the aircraft if flying. Small errors related to location may be calibrated out using the ASI calibration function.
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The ASI-1 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect voltage and or current readings.
11.3 Pressure Port Dimensions
Min
Inches
Max
Millimeters
Min Max
A 0.248
0.278
6.30
7.06
B 0.420
0.440
10.67
11.18
C
0.182
0.194
4.62
4.93
D
0.310
0.330
7.87
8.38
ASX-1 Operating Manual Page 12
12 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labour. Shipping costs are for the account of the purchaser.
Damage as a result of applying excessive pressure to the pressure ports are excluded from warranty.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and or sensors, and damage caused by inductive loads.
13 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.
ALT-1
ALT-2
ASI-1
ASX-1
AV-1
BAT-1
E-3
FF-1
GF-1
MAP-1
RV-1
RV-2
RTC-2
TC-1
TP-1
Other instruments in the Stratomaster Infinity series
Precision encoding altimeter and vertical speed indicator
Precision encoding altimeter and vertical speed indicator with a serial RS232 transponder output
Airspeed indicator (ASI) with automatic flight log
Encoding aviation altimeter with serial output and airspeed indicator (ASI)
Artificial horizon and magnetic compass indicator
Battery voltage and current monitor
Universal engine monitor
Fuel Computer (single or dual fuel tanks)
+-10G tilt compensated dual range G-force meter
Manifold pressure and RPM Indicator
Universal engine RPM and rotor RPM Indicator
Universal turbine RPM / RPM factor display
Aviation real time clock (RTC) and outside air temperature (OAT) display
4-Channel thermocouple indicator
Universal temperature and pressure gauge
Infinity AV-1
Artificial horizon and advanced magnetic compass indicator
Operating Manual – English 1.07
Introduction
The AV-1 is a 2 1/4” instrument that can be used as a display interface for an artificial horizon reference system (AHRS), advanced digital compass, or both depending on which MGL Avionics sensor packages is connected to the AV-1.
The AV-1 can be setup to display the following:
• Compass with five different displays (requires MGL Avionics SP-2/6 sensor package)
• Horizon with or without slip indicator (requires MGL Avionics SP-3/4/5/7 sensor package)
• Turn and bank indicator (requires MGL Avionics SP-3/4/5/7 sensor package)
• Combined compass and horizon display with bank indicator and optional slip indicator (requires MGL Avionics
SP2/6 & SP-3/4/5/7 sensor package)
You can also share sensor packages between various different sizes of instrument e.g. Velocity AV-2 units (these have a
3 1/8” display). For example you may want a 3 1/8” horizon display but a 2 1/4” compass/turn and bank indicator.
1 Features
• Artificial horizon reference system (AHRS) display unit with slip indication as well as turn and bank indication
• Advanced magnetic compass with course steering feature
• Can be setup as an individual compass display, artificial horizon or both
• The AV-1 is connected to the sensor packages by a simple 2 wire communication link. This allows for the optimum placement of the sensor package in the aircraft
• More then one AV-1 can be connected onto an airtalk link. This allows the compass, artificial horizon and the turn and bank indicator to be displayed on different AV-1/2 units
• G-Force indicator (SP4/5/7 required)
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• A red LED illuminates when the artificial horizon sensor range has been exceeded
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• Field upgradeable firmware
• 1 year limited warranty
Infinity AV-1 Operating Manual
2 Layout
Backlit graphic LCD display:
Contrast and backlight can be
adjusted in the menu system
LED alarm:
The red LED will illuminate if the artificial horizon has exceeded its maximum rate of bank, pitch or yaw
Page 2
Harness:
Harness connects to power and airtalk bus.
Up/F1 Button:
Up button in menu system
Artificial Horizon: Pitch level function
Compass: Enable course steering display
Down/F2 Button:
Down button in menu system
Artificial Horizon:
Fast level function
Compass: Enable
the reverse course display
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise
for up/down menu scrolling. During normal mode turning the rotary control anti/clockwise will
scroll through the main displays (Artificial horizon, compass and turn and bank indicator).
3 Main Display
The AV-1 can be set up to show 3 different display screens. Turning the rotary control either clockwise or anti-clockwise allows you to select the operation of the AV-1 as an artificial horizon with mini compass, mini turn and bank indicator, turn and bank indicator, and a digital compass.
Note: If you have purchased the artificial horizon and compass sensor packages with two or three AV-1 or AV-1 displays, it is possible to setup either of the AV-1 units to display either the artificial horizon, turn and bank indicator or the compass.
This allows you to use any combination of horizon, turn and bank or compass displays. You can connect further AV-1 or
AV-2 units should you require this for a dual cockpit layout. Up to six AV units can be configured to give you 2 x horizon, 2 x turn and bank as well as 2 x compass displays.
Infinity AV-1 Operating Manual
3.1 Artificial Horizon with Compass
Page 3
10 degree pitch bars
Magnetic (M) or true heading (T) indicator
Mini turn and bank indicator (can be switched on or off in the menu system)
Magnetic or true heading reading (compass can be switched on or off in the menu system)
Estimated horizon
G-Force display
Slip indicator can be turned on or off in the menu system
Pitch level function
Should your aircraft fly “nose up” or “nose down” due to trim, then you can press the F1 key to level the pitch as displayed on the horizon.
3.2 Turn and Bank Indicator
The slip indicator is always enabled, regardless of the slip on/off setting.
Marker description
Slip indicator
Slip indicator
A “step on the ball” slip indicator can be enabled to appear below the horizon display. The source of information for this indicator is derived from the accelerometer aligned with the pitch axis of the aircraft, i.e. the acceleration forces acting in the direction of the wings.
Fast level function
Press the F2 key should the horizon display be toppled (i.e. indicating incorrectly by a large amount) due to excessive maneuvering or by exceeding the maximum bank, pitch or yaw rates. This will indicate to the instrument that you are flying straight and level and that gravity tracking may be accelerated to ensure rapid realignment of the horizon.
Infinity AV-1 Operating Manual Page 4
Extended range of operation
Bank operates over a full 360 degree range allowing unlimited use of the horizon for aerobatics, provided that the maximum published bank, pitch and yaw rates are not exceeded. Please see the corresponding MGL sensor documentation for maximum rate specifications.
Depending on conditions maximum rates may reach 180 degrees per second. No caging of the electronic gyro system is required during excessive maneuvering or aerobatics, unlike systems based on mechanical gyros. Simply correct the horizon when you are finished or let the horizon right itself which will happen during straight and level flight. The message below is displayed for 15 seconds when the range is exceeded.
Message displayed when the maximum bank, pitch or yaw rates have been exceeded
3.3 Digital Compass
The digital compass can be displayed in 5 different ways. The way the compass is displayed can be setup in the menu system under “COMPASS SETUP”
3.3.1 Numeric compass display
The heading tape shows headings as numbers in degrees.
Magnetic (M) or true
(T) North indicator
Please see the table under section 4.4 for more information about this icon
3.3.2 Mixed compass display
The heading tape shows headings as number in degrees except for the four major cardinal points which are shown as N,
S, E and W.
Magnetic (M) or true
(T) North indicator
Please see the table under section 4.4 for more information about this icon
Infinity AV-1 Operating Manual Page 5
3.3.3 Cardinal 1 compass display
The heading tape shows headings as major and minor cardinal points: N, NNE, ENE, E, ESE, SSE, S, SSW, WSW, W,
WNW, and NNW.
Magnetic (M) or true
(T) North indicator
Please see the table under section 4.4 for more information about this icon
3.3.4 Cardinal 2 compass display
The heading tape shows headings as major and intermediate cardinal points: N, NE, E, SE, S, SW, W and NW.
Please see the table under section 4.4 for more information about this icon
Magnetic (M) or true
(T) North indicator
3.3.5 Rose compass display
The display shows a graphic representation of a vertical compass card.
Please see the table under section 4.4 for more information about this icon
Magnetic (M) or true
(T) North indicator
3.3.6 Using the course steering indicator
To activate the course steering indicator, steer the required heading and then press the F1 key. The compass will display:
The F1 key pressed at a heading of 89 degrees. Currently the heading equals the course to steer as shown below the heading. No course steering indicators are shown.
Infinity AV-1 Operating Manual Page 6
The current heading is 85 degrees; course steering indicators show the need to steer slightly to the right to intercept the course.
The current heading is 42 degrees; course steering indicators show that a large correction to the right is required to intercept the course.
Each “>” or “<” equals 2 degrees of heading error. To cancel the course steering function, simply press the F1 key again.
3.3.7 The reverse course (from heading) display
Press the F2 key to activate the reverse course display. This display remains active for about 5 seconds before reverting back to the normal heading display.
Heading stability issues
You may find short term fluctuations of the heading occurring. These tend to be very small and are typically less than one degree. This could still cause the heading to fluctuate occasionally by a single degree. These fluctuations occur naturally in the earth’s magnetic field and can also be caused by nearby electrical equipment such as radios, lamps, electronic instrumentation or computers, even the ignition systems of engines. The AV-1 is specifically designed for fast response and thus may show residual fluctuations of the magnetic field that are impossible to filter out without causing delays in the update of the heading information.
3.4 Sensor communication error
Should the AV-1 lose communication with the SP-X instrument for the duration of 5 seconds or more, the AV-1 will display the following message:
Infinity AV-1 Operating Manual Page 7
4 Menu System
Pressing the rotary control button during the normal display mode will cause the AV-1 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system.
4.1 Exit Menu
Pressing the rotary control on this menu item will cause the AV-1 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exit. If you remove power before exiting the menu the instrument will not save any changes.
4.2 Display Setup
Move the highlight over the “DONE” menu item and press the rotary control to return to the main menu.
Select this menu option to adjust the display contrast.
Select this menu option to turn the backlight on or off.
4.3 Artificial Horizon Setup
Infinity AV-1 Operating Manual Page 8
Move the highlight over the “DONE” menu item and press the rotary control to return to the main menu.
Select if you would like to enable the slip indicator to be shown underneath the horizon display. The slip indicator operates in the same fashion as the well known “step on the ball” indicator in traditional cockpits.
Note: The slip indicator is always enabled in the turn and bank indicator mode.
This function allows you to set your slip indicator to exactly zero even if your aircraft tends to fly slightly wing down. The procedure is to place the aircraft in a stable, straight and level attitude during calm flight conditions and then select this function. To cancel the correction, place your sensor absolutely horizontal (use a spirit level) and select the function again.
Select if you want the slip to have a high sensitivity or a low sensitivity setting.
See corresponding SP-X documentation on using this feature.
See corresponding SP-X documentation on using this feature.
Select whether you want the turn and bank indicator’s information source to be the bank angle or actual turning information from the gyros (SP-X dependent).
Select whether you want the turn and bank indicators to show a 1 min/rotation or 2 min/rotation turn.
Select whether you want the mini turn and bank indicator to be shown on the horizon display screen
Select if you would like to see a numeric display of bank and pitch angles superimposed on
the horizon display.
Select between a large or small aircraft icon on the artificial horizon display screen.
Select if you would like to see the G-Force displayed on the horizon screen.
Infinity AV-1 Operating Manual
4.4 Compass Setup
All compass related parameters are set up here.
Page 9
Move the highlight over the “DONE” menu item and press the rotary control to return to the main menu
Select whether you want the mini compass to be shown on the horizon display screen.
Select if you are using "GROUND" calibration (older SP-X magnetic units) or the new "INFLIGHT" calibration as used in the SP-6.
Select the desired compass display mode as described in section 3.4 above
Select whether you would like the instrument to display magnetic or true heading. If you select true heading, you need to enter the correct magnetic variation for your location. You can find your local variation on aeronautical or maritime charts. The heading displays will be augmented with
°M or °T depending on the mode you have selected.
Enter the magnetic variation of your location. This is only used if you would like the instrument to display true heading. True heading is the heading relative to the geographic North Pole. Magnetic heading is the heading relative to the magnetic North Pole. Variation is expressed in degrees east or west. Please note that should you move a long distance, you may have to update the variation setting. This setting may be ignored if you only use the magnetic heading display option.
Start/Stop In-Flight calibration. See In-Flight calibration procedure below. This menu item is only shown if the "INFLIGHT" calibration is selected for type.
In-Flight calibration Procedure
Please see documentation supplied with the SP-6 for more information.
Fly the aircraft in safe area where you can perform random banked turns. Do not exceed the safety limits of the aircraft during the calibration flight.
Start the calibration in the Compass setup menu by selecting “START CAL”. The AV-1 will exit the menu system and you should see the compass heading change to “111” to confirm that calibration has started.
Fly a number of banked 180 or 360 degree turns at different bank angles - i.e. shallow, medium and steep turns. Try to add many different pitch attitudes in various orientations relative to the field direction. It does not matter in what order you fly the maneuvers. A typical, good calibration tends to take 5-10 minutes of flight.
Infinity AV-1 Operating Manual Page 10
Do not activate any electrical equipment that creates large magnetic fields during the calibration process (for example starter motors, autopilot servos, landing lights etc). The heading starts reading 111 after you start calibration. After 36 initial samples have been collected this changes to 222. This should take approximately one turn. Continue the flight while maneuvering until the heading starts reading normally. This happens once the SP-6 has collected 100 distinctly different magnetic samples. At this point the heading should start showing reasonable numbers. Continue the calibration flight, settling into straight and level at intervals on different headings and verify the heading readout against an
ACCURATE reference. Continue the flight until you find heading errors that are within 1 to 2 degrees, about the limit one can reasonably expect.
When satisfied, end the calibration by selecting “STOP CAL” in the compass setup menu. This will save the calibration to permanent memory in the SP-6. Should you not be able to achieve a good heading readout, please locate the compass to a better location in the aircraft.
The AV-1 displays the calibration sample count and fit percentage during calibration. The sample count will count up to
150 after which new samples replace the oldest samples stored. The fit percentage is a value from 0% to 100%. The aim is to get to a value as close as possible to 100%. The fit starts displaying other than 0% after the first 36 samples. Fit values of 98% and higher are considered good. If you cannot achieve this you do not have a good installation location for your compass. You may still get reasonably good heading accuracy despite a lower fit. However, to ensure long term accuracy please consider locating the SP-6 in a better area in your aircraft.
If the readout decreases suddenly by a large amount (for example from 85% to 42%), this is typically caused by a strong time-variant magnetic field such as can be created by electrical equipment (motors, relays, current flow in cables).
In such a case please either end and restart the calibration or continue the calibration flight until the fit error is acceptable again (the incorrect magnetic sample(s) will eventually be removed). It is advised to locate the interference source and either move this or the SP-6 to a better location in the aircraft.
Note: should you move the SP-6 to a new location or fit new equipment close to the SP-6 you will have to perform the calibration again. There is no practical limit as to how many times you can perform and save a new calibration.
The following menu items are only shown if "GROUND" calibration is selected for type
Select the mode you would like your compass to operate under:
2D: This mode selects a two axis compass system. This has no tilt compensation.
3D A: This mode selects a three axis compass system. Tilt compensation by means of gravity vectoring via accelerometers.
3D G: This mode selects a three axis compass system. Tilt compensation by means of information supplied by an artificial horizon.
SP-1 can only be used in 2D mode.
SP-2/6 can be used in modes 2D or 3D A. 3D G is available if an external artificial horizon is connected.
SP-3hc can be used with any of the above modes.
Each mode has advantages and disadvantages over other modes. Briefly, these are outlined in the table below:
Mode
2D
3D-A
Advantages
Most accurate as long as the compass remains level. Not affected by turns or acceleration provided compass remains level during turns.
Disadvantages
Large heading errors when compass is tilted.
The magnitude of these errors is dependent on the heading, type of tilt
(pitch and/or bank) as well as location on Earth.
Self-contained tilt compensated compass. Will compensate for most tilt errors up to 60 degrees of tilt.
Cannot correctly compensate for tilt during any form of turn due to centrifugal forces acting on the
Infinity AV-1 Operating Manual
3D-G
Can provide for accurate heading even during turns as tilt compensation is based on gyro derived horizon.
Page 11 accelerometers.
Can show very large errors if the horizon information is invalid which could have a number of causes such as exceeding operational limitations of the horizon system.
Using the deviation calibration feature
When you install your compass sensor package, it may be surrounded by several items or materials that in some way change the strength and/or direction of the earth magnetic field that your sensors are measuring. If left unattended, this may contribute to considerable errors in the heading as indicated by your instrument.
Due to the magnetic sensor not being based on a magnetic item (such as a magnetic needle) as in a normal compass, the effect of deviation is lessened a little. This is because the needle in a magnetic compass will be attracted by iron, even if the offending iron has no effect on the magnetic field (i.e. does not change the field direction or strength in a hypothetical case).
Deviation needs to be corrected if you intend using the compass for navigational purposes. The procedure for this is traditionally called a “compass swing”. Often, two small magnets are placed close to the compass in an effort to correct some of the larger errors. Smaller, remaining errors are then noted on a “deviation chart” and this is placed next to the compass for future reference.
With the SP-1, 2,3 and 6, a very simple method can be used to correct for most of the deviation that may be present in your aircraft or vehicle. However, before you start, ensure that the sensor package is installed as far away as possible from any of the following:
• Ferro magnetic materials such as iron, many steels and soft magnetic materials such as ferrites. Any magnets must be located as far away as possible from the sensor package. This includes electromagnets as used in solenoids, electrical motors and relays.
• Cables containing large electrical currents. DC currents will cause magnetic fields around the cables which will lead to deviation. AC currents cause fluctuating magnetic fields that may reduce your compass resolution.
• Be aware that some lower grades of stainless steel may be ferro magnetic.
If in any doubt, use a small magnet to test any metals surrounding the sensor package. We recommend mounting the sensor package using glued on strips of velcro material. This allows for easy alignment of the sensor package horizontal to the earth’s magnetic field.
Never perform the deviation compensation procedure or a compass swing if your aircraft is placed on a reinforced concrete apron or tarmac. The steel that may have been used to reinforce may have a very significant effect on the strength and direction of the magnetic field at your location.
To start the deviation compensation procedure, enter the menu and select “SET DEVIATION”.
Place your aircraft in flight attitude. For example, if you own a tail dragger, raise the tail.
Some tricycle gear aircraft may need to raise the nose gear slightly. The object is to place the sensor package as close to horizontal attitude relative to the earth’s surface as possible.
Proceed as instructed and turn the aircraft through a full 360 degrees at least once.
Allow this procedure to take some time, perhaps a minute. You can proceed to turn your aircraft though two or more turns, however you need to fully complete at least one full turn.
If you like, you can press the F1 key during this procedure to see the actual numeric data obtained from the magnetometers. You will see the instrument tracking minimum and maximum values for each sensor and you can see the current values.
Infinity AV-1 Operating Manual Page 12
Once you have completed your turn(s), press the F2 key again to inform the instrument that you have finished. Your instrument will at this point calculate the best possible fit of the sensor data to a 360 degree arc taking the relative strengths and offsets of the magnetic field into account. This procedure can result in remarkably good overall performance of your compass.
Please note: After this procedure has been completed, you may have to verify the compass performance by performing a normal compass swing. Should any deviation remain, you need to note this on a deviation card and place this card next to the compass. This may be a legally required procedure in your country for your aircraft class. Please check your relevant regulations. Deviation compensation and compass swing may need to be repeated from time to time as the magnetic properties of metals in your aircraft may change over time.
Clears any previous deviation compensation and returns the instrument to factory calibration
The purpose of this function is to cancel out the remaining errors on the main cardinal headings after a deviation compensation calibration has been done.
Align your aircraft exactly on a North/South heading, pointing North. Use another compass outside of the aircraft to ensure that you are aligned exactly on the North/South axis. Select the “SET NORTH” function.
Repeat the above calibration for the South, East and West cardinal headings.
This function, if used properly can lessen any remaining deviation that may be present after you have performed the prescribed compass swing. If you cannot find a successful setting using both methods, examine your installation location more closely. Perhaps you have an interfering metal part nearby. You may need to choose a different location to mount the compass sensor.
Note: In difficult circumstances it may not be possible to find a location for the sensor inside the fuselage of your aircraft.
This may be particularly true for aircraft based on tubular steel frames. In this case you need to locate the compass sensor inside the wing (perhaps in a wing-tip).
5 Operating the Artificial horizon
The horizon is designed to erect itself rapidly whenever possible. This means that during ordinary flight you do not interact with the unit. The horizon may loose accuracy. This may have several causes:
• You have exceeded the maximum allowable turn rate on one or more axis.
• Continuous maneuvering without giving the unit a chance to correct for errors. In this case gyro drift will eventually cause a noticeable error in the horizon.
• The IMU is subject to vibration from the engine. Often you will find this will have an effect only at very specific engine RPM.
• The IMU is subject to rapid temperature changes or is operating outside of the recommended temperature range
(consider re-setting offsets in this case).
• The IMU bump factor is set incorrect for your aircraft. (SP-X dependent). Try a different setting.
In order to correct the horizon display, you need to fly straight and level. The horizon will correct itself in this case given some time (about 15 seconds to a minute depending on severity of the error and your “slew” setting). You can also press the F2 key to force an immediate correction. You must fly straight and level for this to work correctly.
Power and trim changes will affect the pitch display of the horizon. You can set the horizon to zero by pressing the F1 key.
To get back to the real horizon, press the F1 key again.
Infinity AV-1 Operating Manual Page 13
6 Using the IMU in flight
The pilot in command of the aircraft has to be aware of the following:
The SP-X sensor packages are not certified by the FAA or any other agency for use during IFR (instrument flight rules). This implies that any such flight that uses the SP-X IMU as reference for either heading, turn and bank or horizon is illegal.
7 Loading Factory default settings
Pressing and holding the F1 and F2 keys simultaneously on power up will cause the AV-1 to load the factory default settings. The following screen will be displayed.
8 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The AV-1 is not waterproof. Serious damage could occur if the unit is exposed to water and/or spray jets.
9 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
Dimensions
Enclosure
Weight
Non-volatile memory storage
Airtalk protocol
MGL Avionics sensor packages
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (Switch mode power supply) with built in 33V over voltage and reverse voltage protection approx. 38mA @ 13.8V (backlight on), 10mA @13.8V (backlight off)
114x64 graphic LCD display. Contrast and backlight is user configurable, green/yellow backlight.
see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 106 grams
100000 write cycles
19200 baud, 8 data bits, no parity, 1 stop bit (TTL voltage levels)
Compass Sensors: SP-2/6
Attitude Sensors: SP-3/4/5/7
Infinity AV-1 Operating Manual Page 14
10 Installation
Note: Please see corresponding SP-X sensor package manuals for more information about the installation and use of the artificial horizon and compass.
10.1 Connection Diagram
The use of an external 1A fuse is recommended. The AV-1 can be used on both 12V and 24V without the use of any preregulators (Please make sure you use a pre-regulator if you intend operating the SP-X sensor package from a 24Vdc power source). Ensure that the supply voltage will not drop below 8V during operation as this may cause incorrect readings.
Infinity AV-1 Operating Manual
SP-5 Attitude Sensor package.
Page 15
SP-6 Compass
SP-7 Attitude sensor package
10.2 DB9 Cable connections
DB 9 Pin
1
4
6
Color
Black
Purple
Red
Function
Ground
Airtalk communication link
8-30Vdc power
Infinity AV-1 Operating Manual Page 16
11 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labor. Shipping costs are for the account of the purchaser.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and/or sensors, and damage caused by inductive loads.
12 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, home built and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.
ALT-1
ALT-2
ASI-1
ASX-1
AV-1
BAT-1
E-3
FF-1
GF-1
MAP-1
RV-1
RV-2
RTC-2
TC-1
TP-1
Other instruments in the Stratomaster Infinity series
Precision encoding altimeter and vertical speed indicator
Precision encoding altimeter and vertical speed indicator with a serial RS232 transponder output
Airspeed indicator (ASI) with automatic flight log
Encoding aviation altimeter with serial output and airspeed indicator (ASI)
Artificial horizon and magnetic compass indicator
Battery voltage and current monitor
Universal engine monitor
Fuel Computer (single or dual fuel tanks)
+-10G tilt compensated dual range G-force meter
Manifold pressure and RPM Indicator
Universal engine RPM and rotor RPM Indicator
Universal turbine RPM / RPM factor display
Aviation real time clock (RTC) and outside air temperature (OAT) display
4-Channel thermocouple indicator
Universal temperature and pressure gauge
BAT-1
Battery voltage and current monitor
Operating Manual – English 1.05
Introduction
The BAT-1 is a 2 1/4” instrument used to monitor your aircraft’s battery power supply. It can be used on lead-acid, NiCad batteries as well as gel cells. This instrument is very useful in determining your battery’s health, charging status, as well as the current load consumption of your aircraft. The BAT-1 can be used in both 12V and 24V aircraft and can measure voltages up to 30V DC.
The BAT-1 uses standard current shunts and is able to measure currents in the range of 5A to 500A.The instrument contains a programmable low/high voltage alarm to automatically detect bad batteries and alternator failures.
1 Features
• Measure voltage and current simultaneously
• Can measure voltages up to 30V (compatible with both 12V and 24V aircraft supplies)
• Contains a programmable low/high voltage alarm to automatically detect alternator failures and bad batteries
• Includes a battery charge/discharge indication
• Choice of 3 display modes (volts only, current only, or dual current and voltage display)
• Records maximum volts, charge and discharge currents in permanent memory
• Analog bar graph indicating charge/discharge current
• Multi-language support (English/French)
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• Alarm output as well as a red LED that illuminates when the alarm has been activated
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• 1 year limited warranty
BAT-1 Operating Manual
2 BAT-1 Layout
Backlit Graphic LCD Display:
Contrast and backlight can be adjusted in the menu system
Up/F1 Button:
Up button in menu system
Maximum values display in normal mode
Page 2
LED Alarm:
The red LED will illuminate if the voltage alarm set-point has been exceeded
Harness:
Harness connects to power and the current shunt
Down/F2 Button:
Down button in menu system
Contrast adjustment in normal mode
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise for up/down menu scrolling. During normal mode the BAT-1 can be setup to display either the voltage or current display, then by rotating the rotary control the display will toggle between the voltage and current displays.
3 Main Display
There are 3 main displays that can be setup to be displayed on the BAT-1: dual mode (current and voltage), voltage display only or current display only. The unit can be setup to toggle manually or automatically between voltage and current in the single value display modes.
Dual Mode
Voltage display
Charge/Discharge icon
Current display
Charge/Discharge indication
BAT-1 Operating Manual
Voltage Only
Voltage display
Page 3
Maximum voltage reached
Current Only
Charge/Discharge icon
Maximum current reached indicator
Current display
Current analog bar graph
Current span
3.1 Contrast Display
This display can be accessed by pressing the F2 key during the normal display mode. This is a quick access key to the same contrast menu in the menu system.
Select this menu option to adjust the display contrast
3.2 Maximum Values Display
This display can be accessed by pressing the F1 key during normal operation. Pressing the F1 key again will reset the maximum values to the current voltage and current values. Pressing any other key will cause the BAT-1 to return to the normal display mode. To avoid false recordings, the maximum values function is only activated 10 seconds after the instrument has powered up.
Note: The permanent maximum values are stored in non-volatile memory and are recalled on power-up.
BAT-1 Operating Manual Page 4
4 Menu System
Pressing the rotary control button during the normal display mode will cause the BAT-1 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system.
4.1 Exit Menu
Pressing the rotary control on this menu item will cause the BAT-1 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
4.2 Display Setup
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu
Select this menu option to adjust the display contrast
Select this menu option to turn the backlight on and off
Select your preferred language for the BAT-1. English or French.
Select the display mode of the main display: dual mode, voltage only or current only
BAT-1 Operating Manual Page 5
Select whether you want the single voltage/current display to alternate automatically or manually
This display is only shown if display mode is setup to show either voltage only or current only
Set the time that the single display modes must be displayed for. This display is only shown if auto is selected for the display mode
4.3 Battery Setup
All the battery voltage and shunt parameters can be setup here
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu
Select the current rating of your current shunt. The BAT-1 can use current shunts in the range of 5A to 500A.
Select the maximum value that you want the current analog bar graph display to show, i.e. your current shunt may be a 50A 50mV shunt but the maximum current that you will ever measure is only
7A, then you can scale the bar graph to show a maximum value of 10A. This gives you increased display resolution
Select whether you want the voltage alarm to be turned on or off. To avoid false activation of the alarms, the alarm function is only activated 10 seconds after the instrument has powered up.
Enter the low voltage set-point for when the alarm must be activated. Any voltage below this value will activate the alarm
Enter the high voltage set-point for when the alarm must be activated. Any voltage above this value will activate the alarm
BAT-1 Operating Manual Page 6
5 Loading Factory default settings
Pressing and holding the F1 and F2 keys simultaneously on power up will cause the BAT-1 to load preprogrammed factory default settings. The following screen will be displayed:
6 Operating the alarms
If the alarm is activated, the corresponding item on the display will flash. At the same time the externally available alarm switch will close. The switch will remain closed until any button is pressed to acknowledge the alarm or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator.
The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
7 Current shunt selection
The BAT-1 can use a current shunt in the range of 5A to 500A, 50mV. Please note that the current shunt rating can affect resolution and accuracy of the BAT-1. Select a current shunt that is right for your application by using a shunt that is rated close to the maximum current that you are measuring.
The BAT-1 has a resolution of 0.1A up to 10A and 1A from 10A to 500A. If the current shunt selected is above 100A then the resolution is fixed at 1A. The BAT-1 has an over range warning if you exceed the current rating of the shunt by +-10%.
8 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The BAT-1 is not waterproof. Serious damage could occur if the unit is exposed to water and/or spray jets.
BAT-1 Operating Manual Page 7
9 BAT-1 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
ADC
Dimensions
Enclosure
Weight
Alarm contact current rating
Non-volatile memory storage
Current shunt supported
Current resolution
Voltage resolution
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection
Approx. 30mA @ 13.8V (backlight on) 15mA @13.8V (backlight off)
114x64 graphics LCD display. Contrast and backlight is user configurable, green/yellow backlight
12bit over sampled successive approximation see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 85 grams
Open collector transistor switch to ground. Maximum rating 0.5A DC
100000 write cycles
50mV, 5A to 500A
0.1A from 0 to +-10A (Current shunt<=100A), 1A above 10A
0.1V
10 Installation
Make sure that the starter motor does not go through the shunt resistor. This will cause excessive current to be drawn and can result in damage to the shunt. Also check that the cable from the alternator is going through the shunt, so that charging current can be measured.
10.1 Connection Diagram
BAT-1 Operating Manual Page 8
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The BAT-1 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect voltage and/or current readings.
10.2 BAT-1 DB9 Cable connections
DB 9 Pin
1
2
3
4
6
9
Color
Black
Orange
Green
NC
Red
White
Function
Ground
Shunt -
Shunt +
Airtalk communication (Not connected)
Used for firmware upgrading
8-30Vdc power
Alarm Output
11 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labour. Shipping costs are for the account of the purchaser.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and/or sensors, and damage caused by inductive loads.
12 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.
Infinity E-3
Universal Engine Monitor
Operating Manual – English 1.10
Introduction
The E-3 universal engine monitor combines in one compact 2 1/4” format instrument all that is needed to monitor the majority of smaller aircraft engines from two-stroke ultra-light engines to medium sized four strokes such as those from
Rotax, Continental and Lycoming. Most automotive engine conversions can also benefit from the use of the E-3 engine monitor.
The E-3 can measure up to 4 EGT/CHT channels, a universal RPM input, a universal temperature sender input, a universal pressure sender input and the aircrafts supply voltage.
1 Features
• 66 different engine setup configurations possible
• Universal, programmable rev counter (engine RPM) with digital and analog readout, with a programmable high alarm limit
• Programmable engine Hobbs meter (password protected) and running timer (flight timer) with automatic flight log
• Can monitor up to four programmable thermocouple channels for EGT and CHT probes with a user programmable high alarm limit
• A universal temperature sender input with a user programmable low and high alarm limits
• A universal pressure sender input with a user programmable low and high alarm limits
• Supply voltage measurement up to 30V with a user programmable low and high alarm limits
• Maximum recorded values for all measured values are stored in non-volatile memory
• High accuracy: Built in thermocouple linearization curves and cold junction compensation
• Thermocouple temperature probes can be common K, J or E-type thermocouple probes
• Uses standard automotive temperature and pressure senders
• Special Rotax 912/914 engine monitor mode utilizing the standard built in Rotax NTC CHT probes
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• External alarm output as well as a red LED illuminates when the alarm has been activated
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• Field upgradeable firmware
• 1 year limited warranty
Infinity E-3 Operating Manual
2 E-3 Layout
Page 2
LED alarm:
The red LED will illuminate if any of the alarm thresholds have been reached
Backlit graphic LCD display:
Contrast and backlight can be adjusted in the menu system
Harness:
Harness connects to power, EGT/CHT thermocouples and temperature and pressure senders
Up/F1 Button:
Up button in menu system
Start/Stop flight in normal mode
Down/F2 Button:
Down button in menu system
Adjust contrast setting in normal mode
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise for up/down menu scrolling. During normal mode rotating the rotary control clockwise will display the maximum recorded values, rotating the rotary control anti-clockwise will display the information screen.
Infinity E-3 Operating Manual Page 3
3 Main Display
The E-3 display can be customized to suite your engine measurement requirements. The E-3 will always try and maximize the display area in accordance to the measurement variables selected. The E-3 can be configured to how many
EGT and CHT channels you want to display, and whether you want to display a temperature and/or pressure NTC input.
All senders can be disabled or enabled.
limit
Analog RPM display
Maximum RPM reached marker
EGT Value
EGT alarm
Maximum value reached indicator
EGT group indicator
Temperature display unit
RPM Alarm
CHT group indicator
CHT alarm limit
CHT Value
Digital RPM readout
Alternating temperature/ pressure value
High/low alarm limits
User selectable pressure label
User selectable temperature label
3.1 Flight Time / Hobbs Time / Voltage display
The flight time, Hobbs time and voltage displays will alternate at a predetermined interval when the E-3 measures zero
RPM.
Infinity E-3 Operating Manual Page 4
3.2 Special Rotax 912/914 display mode
In this mode the temperature and pressure NTC inputs becomes CHT channel one and CHT channel 2 respectively. All
CHT setups must still be done under the “CHT SETUP” menu. The sender for the temperature and pressure setup must be set for “OFF”. A probe setting “NTC” must be selected for the probe setting in the “CHT SETUP” menu. The number of
EGT probes can be selected from 0 to 4.
The reason for using the NTC inputs is that the sensors Rotax use are standard NTC temperature probes and not of a thermocouple type.
Maximum RPM reached marker
Analog RPM display
RPM Alarm Digital RPM readout
EGT Value
EGT alarm limit
Maximum value reached indicator
EGT group indicator
Temperature display unit
CHT group indicator
CHT Value
Maximum value reached indicator
CHT alarm limit
3.3 Start/Stop Flight Display
Press the F1 key during the normal display mode to manually start/stop a flight. This key is only active if the E-3 is setup to select the manual flight option under the “FLIGHT LOG” setup menu.
Infinity E-3 Operating Manual Page 5
3.4 Contrast Display
This display can be accessed by pressing the F2 key during the normal display mode. This is a quick access key to the same contrast menu as in the menu system.
3.5 Maximum Values Display
This display can be accessed by rotating the rotary control clockwise during the normal display mode. Pressing the F1 key will reset the maximum values to the current values. Pressing any other key will cause the E-3 to resume to the normal display mode. To avoid false recordings, the maximum values function is only activated 10 seconds after the instrument has powered up.
Note: The permanent maximum values are stored in non-volatile memory and are recalled on power-up.
3.6 Information Display
This display can be accessed by rotating the rotary control anti-clockwise during the normal display mode. This display shows the current flight time, the hobbs timer and the supply voltage value. Pressing any key will cause the E-3 to resume to the normal display mode.
3.7 Maintenance Timer
The purpose of this function is to assist you in determining remaining hours until maintenance will be required. It is not intended as a replacement for the aircraft's maintenance log. It is therefore important that the aircraft's maintenance log be maintained in the normal manner. You should further use your own discretion in performing maintenance earlier than indicated should any aircraft performance problems arise.
A maximum of 999 hours can be entered as a maintenance interval. The E-3 will deduct actual engine running time from the maintenance interval hours as set and will display the reminder message on startup when zero hours are remaining.
The reminder message will automatically disappear after 5 seconds or if the pilot presses any key. Engine running time for the purpose of the maintenance timer is defined as the run time where the engine RPM is greater than the preset RPM for the Hobbs meter.
Infinity E-3 Operating Manual Page 6
4 Menu System
Pressing the rotary control button during the normal display mode will cause the E-3 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system.
4.1 Exit Menu
Pressing the rotary control on this menu item will cause the E-3 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
Infinity E-3 Operating Manual Page 7
4.2 Flight Log
Select whether the instrument should detect the start and end of flights automatically or if you would like to do this manually. We recommend you select automatic flight detect. With automatic flight detection, flights will start logging when the engine RPM is above the take-off limit. A flight is considered ended when the engine RPM is less than the RPM take-off limit for more then 30 seconds.
Move the highlight over the “DONE” option and press the rotary button to return to the main menu.
Select this function to view the flight log. The flight log contains the duration of each of the last 24 logged flights. Duration is displayed in hours and minutes.
Eight flights are displayed at a time. Use the up/down or the rotary control to navigate through the log. Empty log entries are shown as “-----“.
Note: You cannot select this function while a flight is in progress.
Pressing the F1 key will erase all the flight log entries.
Select whether you want the E-3 to automatically detect a flight or whether the pilot must press the
F1 key to start/stop a flight. We recommend you select automatic flight detection.
This menu option is only shown if the “DETECT” flight mode is selected. Enter the engine RPM takeoff threshold that you want a flight log entry to start.
4.3 Display Setup
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu.
Select this menu option to adjust the display contrast.
Select this menu option to turn the backlight on or off.
Infinity E-3 Operating Manual
4.4 Hobbs Meter
Page 8
Move the highlight over the “DONE” menu option and press the rotary button to return to the main menu.
Enter the RPM limit in which the Hobbs meter/maintenance timer must start counting.
This function allows you to set the engine Hobbs meter to any value. Typically, you would use this function to set the Hobbs meter to the current known engine time. Use the up/down or the rotary control to change the value. Press the rotary control to accept and exit the menu option. If the Hobbs code is set to another value beside zero, then the pilot will be prompted to enter the Hobbs
access code before allowing him to change the Hobbs time. This feature is
useful for charted and flying school planes.
This function allows you to set an engine maintenance timer. This timer is set in engine hours and it will count down to zero when the engine RPM is greater then the Hobbs RPM limit. A good use for this function is to set the hours until your next spark plug change or engine inspection. Use the up/down or the rotary control to change the value. Press the rotary control to accept and exit
the menu option.
Select if you would like the hour to be displayed in decimal fractions (0-99) or minutes (0-59).
This setting influences the current flight time display and the flight log.
This menu option allows you to change the Hobbs access code. You will first be prompted to enter the current code followed by entering in a new code followed by re-entering the new code. If the new code and the re-entered code is the same, then the Hobbs access code will be changed. Default
code is 0000.
4.5 EGT (Exhaust Gas Temperature) Setup
Move the highlight over the “DONE” menu option and press the rotary button to return to the main menu.
Infinity E-3 Operating Manual Page 9
Select the number of EGT channels you want to use. Choices are from 1 to 4. The temperature display will configure itself to make best possible use of the available display size. Please note that the minimum number of EGT and CHT channels that can be displayed is 1 and the maximum number of EGT and CHT channels that can be displayed is 4.
A selection between “HIGHEST” or “SCANNING” can be selected. If “HIGHEST “is selected then the current highest thermocouple temperature is displayed. If “SCANNING” is selected then the E-3 will cycle through each thermocouple channel highlighting it as well as showing its temperature.
This function sets the top end of your temperature bar graph. It has no effect on the actual temperature range that can be displayed in the digital temperature readout. Select the range to be just higher than the highest temperature you expect to measure using this channel.
Select this function to “ON” if you want the bar graph display to show the upper half of the temperature range only. This results in a higher resolution of the temperature range that you may be interested in. For engine temperature measurements we recommend that you set this to “ON”.
Adjust the temperature that you would like to use as an alarm limit. Any temperature above this limit will activate the alarm. Active alarms will flash the affected channel and also activate the alarm contact that you can use to switch a lamp on.
Select whether you want to turn the alarm on or off. To avoid false activation of the alarms, the alarm function is only activated 10 seconds after the instrument has powered up.
Select if you are using a K-type, J-type or E-type thermocouple probe for this channel. All probes supplied by MGL Avionics are K-Type. J-types are sometimes used with American made CHT probes. All EGT probes are K-type. E-type probes are seldom used.
Select whether you want all the temperature values to be displayed in degrees Fahrenheit (ºF) or in degrees Celsius (ºC).
4.6 CHT (Cylinder Head Temperature) Setup
Move the highlight over the “DONE” menu option and press the rotary button to return to the main menu.
Select the number of CHT channels you want to use. Choices are from 1 to 4. The temperature display will configure itself to make best possible use of the available display size. Please note that the minimum number of EGT and CHT channels that can be displayed is 1 and the maximum number of EGT and CHT channels that can be displayed is 4.
Infinity E-3 Operating Manual Page 10
A selection between “HIGHEST” or “SCANNING” can be selected. If “HIGHEST “is selected then the current highest thermocouple temperature is displayed. If “SCANNING” is selected then the E-3 will cycle through each thermocouple channel highlighting it as well as showing its temperature.
This function sets the top end of your temperature bar graph. It has no effect on the actual temperature range that can be displayed in the digital temperature readout. Select the range to be just higher than the highest temperature you expect to measure using this channel.
Select this function to “ON” if you want the bar graph display to show the upper half of the temperature range only. This results in a higher resolution of the temperature range that you may be interested in. For engine temperature measurements we recommend that you set this to “ON”.
Adjust the temperature that you would like to use as an alarm limit. Any temperature above this limit will activate the alarm. Active alarms will flash the affected channel and also activate the alarm contact that you can use to switch a lamp on.
Select whether you want to turn the alarm on or off. To avoid false activation of the alarms, the alarm function is only activated 10 seconds after the instrument has powered up.
Select if you are using a K-type, J-type or E-type thermocouple probe for this channel. All probes supplied by MGL Avionics are K-Type. J-types are sometimes used with American made CHT probes. All EGT probes are K-type. E-type probes are seldom used.
If the probe type is set for
“NTC” and the temperature and pressure senders are disabled and 1 or 2 CHT channels are selected then the unit will enter a special Rotax 912/914 display mode.
Select whether you want all the temperature values to be displayed in degrees Fahrenheit (ºF) or in degrees Celsius (ºC).
4.7 RPM Setup
All the RPM related settings can be setup here.
Move the highlight over the “DONE” menu option and press the rotary button to return to the main menu.
Select the maximum value that you want the RPM analog bar graph display to show. This can give you increased display resolution.
Select whether you want the RPM alarm to be turned on or off.
Infinity E-3 Operating Manual Page 11
Enter the RPM alarm activation threshold. Any RPM value above this value will activate the alarm.
Enter the number of pulses per RPM. For engines with an uneven number of cylinders like three cylinder four stroke engines you can enter values containing fractions (usually 1.5 in this example).
Most four stroke engines will generate one pulse for every two revolutions per cylinder. A four cylinder automotive four stroke engine will thus generate 2 pulses per revolution. A typical Rotax
DCDI two stroke engine will generate 6 pulses per revolution. The well known Rotax 912/914 engine generates one pulse per revolution.
PULSE: The E-3 counts pulses from the engine for ½ second period (fast frequency input).
TIME: The E-3 uses the time between pulses to calculate revs (slow frequency input).
Typical setups:
Rotax 503,582 DCDI – Pulse (Fast frequency) (6 pulses per revolution)
Rotax 503 single ignition, Rotax 912/914 – Time (Slow frequency) (one pulse per revolution)
Gyro Rotor RPM with gear tooth sensor - Pulse (Fast frequency) (about 100 pulses per revolution)
Gyro Rotor RPM with single hall-effect sensor – Time (Slow frequency) (one pulse per revolution)
Helicopter Rotor RPM with single hall-effect sensor – Time (Slow frequency) (one pulse per revolution)
The E-3 unit contains a digital filter. This filter is used to achieve a higher resolution of the digital rev counter than is available in ordinary operation. In digital rev counters, resolution is largely dependant on the amount of time given to measure RPM. The more time that is available, the higher the resolution will be. However, on the downside of this, the more sluggish the display will react to changes in engine settings. Resolution with the E-3 is dependant on the number of pulses per rev and the type of measurement method you have selected (pulse fast/slow). The update rate for the measurement is a fixed, fast 0.5 seconds. The digital filter is activated whenever input revs are fairly constant and this results in a very high resolution of the digital RPM display in a short time span. The filter needs to be setup for the expected base resolution.
This can be between 10 and 30 RPM for most setups. The filter has the following settings:
Scale -The setting is made dependant on your scale selection from 500 to 20000 RPM. The filter factor is fixed as follows:
Scale 500 – 10 RPM
Scale 1000 – 20 RPM
Scale 1500 – 30 RPM
Scale 2000 – 40 RPM
Scale 2500 – 50 RPM
Scale 3000 – 60 RPM
Scale 3500 – 70 RPM
Scale 4000 – 80 RPM
Scale 4500 – 90 RPM
Scale 5000 – 100 RPM
Scale 5500 – 110 RPM
Scale 6000 – 120 RPM
Scale 6500 – 130 RPM
Scale 7000 – 140 RPM
Scale 7500 – 150 RPM
Scale 8000 – 160 RPM
Scale 8500 – 170 RPM
Scale 9000 – 180 RPM
Scale 9500 – 190 RPM
Scale 10000 – 200 RPM
Scale 10500 – 210 RPM
Scale 11000 – 220 RPM
Scale 11500 – 230 RPM
Scale 12000 – 240 RPM
Scale 12500 – 250 RPM
Scale 13000 – 260 RPM
Scale 13500 – 270 RPM
Scale 14000 – 280 RPM
Scale 14500 – 290 RPM
Scale 15000 – 300 RPM
Scale 15500 – 310 RPM
Scale 16000 – 320 RPM
Scale 16500 – 330 RPM
Scale 17000 – 340 RPM
Scale 17500 – 350 RPM
Scale 18000 – 360 RPM
Scale 18500 – 370 RPM
Scale 19000 – 380 RPM
Infinity E-3 Operating Manual Page 12
10,20,30,40,50,60,70,80,90,100 – The filter factor can be set to any of these values independent of your scale selection.
Choose a filter setting that results in a smooth, high resolution RPM display. A filter setting too low for your setup will result in a “jumpy” display. RPM display will change at your base resolution and no smoothing will happen. Choose the lowest setting that will result in a smooth display for greatest sensitivity of the reading.
4.8 Pressure Setup
The pressure setup menu item allows the user to adjust the pressure sender properties.
Move the highlight over this menu item and press the rotary button to return to the main menu.
Select whether to use the pressure sender or not.
Select if you are using a resistive or a linear voltage output pressure sender.
Select what type of pressure sender you are using. Select “VDO” for VDO/Resistive pressure senders or “USER” for a custom sender. This menu item is fixed on “USER” if the linear pressure type is selected.
If the “Resistive” pressure sender is selected
Enter the maximum resistance of your pressure sender. Common VDO pressure senders are typically 180 Ohms.
Enter the maximum pressure for your pressure sender. If you are using a VDO 10 bar pressure sender then enter in 10.0, if you are using a VDO 5 bar, then enter in 5.0, if you are using a VDO 2 bar then enter in 2.0. Enter the maximum pressure in the selected unit VDO 10BAR = 145PSI.
Select whether your pressure sender increases resistance with pressure or decreases resistance with pressure. VDO senders normally increase resistance with pressure.
If the “User” pressure sender is selected
If the sender type is set to “USER”, then use this menu option to calibrate your temperature sender. See section 4.9.1 for more information.
Infinity E-3 Operating Manual
Menu options for all sender types
Page 13
Choose one of a selection of labels to suit your pressure input so you can identify it easily.
Select whether you want to display the pressure in Bar, PSI or PSI(0.1). The PSI(0.1) is for low range pressure senders e.g. 7PSI.
Set the range of the pressure sender. This is the maximum that the bargraph display will go to.
This allows the user to zoom into the top half of the bar graph resulting in a higher display resolution.
This option set to “ON” is recommended.
Select whether to use the low pressure alarm.
Use this to set the low pressure alarm set-point.
Select whether to use the high pressure alarm.
Use this to set the high pressure alarm set-point.
4.9 Temperature Setup
The temperature setup menu item allows the user to adjust the temperature sender properties.
Move the highlight over this menu item and press the rotary button to return to the main menu.
Select whether to use the temperature sender or not.
Infinity E-3 Operating Manual Page 14
Select what type of sender you are using. Select “VDO” for VDO/NTC senders, “ECHLIN” (Echlin
TS920SA temperature sender), LM335 for the MGL precision temperature sender or “USER” for a custom sender. The E-3 has a built in linearization curve for a standard 50ºC to 150ºC VDO sender as used in a Rotax 912 engine.
If the sender type is set to “User”
If the sender type is set to “USER”, then use this menu option to calibrate your temperature sender. See section 4.9.1 for more information.
If the sender type is set to “LM335”
If the sender type is set to LM335, then use this menu option to calibrate your LM335 precision temperature sender. If recalibration is required then adjust the value using the up/down keys or the rotary control until the temperature matches the reference ambient temperature. Please note that the LM335 can only be calibrated in degrees Celcius irrespective if the E-3 is setup to display temperature in Fahrenheit.
Menu options for all sender types
Choose one of a selection of labels to suit your temperature input so you can identify it easily.
Select whether you want the temperature to be displayed in degrees Celcius (ºC) or in degrees
Fahrenheit (ºF).
Set the range of the temperature sender. This is the maximum that the bargraph display will go to.
This allows the user to zoom into the top half of the bar graph resulting in a higher display resolution.
This option set to “ON” is recommended.
Select whether to use the low temperature alarm.
Use this to set the low temperature alarm set-point.
Select whether to use the high temperature alarm.
Infinity E-3 Operating Manual
Use this to set the high temperature alarm set-point.
Page 15
4.9.1 Calibrating the user defined pressure and temperature sender
1. Enter the number of points that you want to calibrate.
2. Enter the display reading that you want to show when the sender is at that actual display reading.
3. Enter the ADC (analog to digital converter) reading that corresponds to this display reading.
The ADC reading is shown at the top of the calibration menu if you are applying the actual stimulus from the temperature or pressure sender. You can also manually enter this value if the ADC value is known or pre-calculated.
4. Continue entering display and ADC values until all the points have been entered.
5. Verify the above calibration by checking the temperature/pressure display versus the actual applied sender stimulus.
4.10 Voltage Setup
Move the highlight over this menu item and press the rotary button to return to the main menu.
Select whether you want the voltage alarm to be turned on or off.
Enter the low voltage set-point for when the alarm must be activated. Any voltage below this value will activate the alarm.
Enter the high voltage set-point for when the alarm must be activated. Any voltage above this value will activate the alarm.
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5 Engine configurations
The E-3 supports 66 different engine configurations. See the table below.
X
X
X
EGT CHT
1 2 3 4 1 2 3 4
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Pressure Temperature RPM Volts
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Infinity E-3 Operating Manual
X
X
X
X
X
X
X
X
X
X
X
X
X
X X
X
X
X
X
X
X
X
X
X X
X
X
X
X
X
Rotax 912/914 display modes
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Page 17
6 Loading Factory default settings
Pressing and holding the F1 and F2 keys simultaneously on power up will cause the E-3 to load preprogrammed factory default settings. The following screen will be displayed:
7 Operating the alarms
If the alarm is activated, the corresponding item on the display will flash. At the same time the externally available alarm switch will close. The switch will remain closed until any button is pressed to acknowledge the alarm or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator.
The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
8 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The E-3 is not waterproof. Serious damage could occur if the unit is exposed to water and/or spray jets.
Infinity E-3 Operating Manual
9 E-3 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
Dimensions
Enclosure
Weight
Alarm contact current rating
Non-volatile memory storage
Rev counter input
Thermocouples
Measurement range
Technology
Measurement accuracy
Inputs
Common mode voltage range
Temperature sensors
Page 18
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection approx. 43mA @ 13.8V (backlight on) 13mA @13.8V (backlight off)
114x64 graphic LCD display. Contrast and backlight is user configurable, green/yellow backlight see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 184 grams
Open collector transistor switch to ground. Maximum rating 0.5A DC
100000 write cycles
RPM
Range: 0-20000 RPM.
Minimum signal for stable display: 5Vpp.
Fully A/C coupled, maximum voltage +/- 40V
RF noise filter plus Schmitt-trigger based input
EGT/CHT
K-type, J-type and E-Type
J-Type/K-Type: -100ºC to 1200ºC (-148ºF to 2192ºF)
E-Type: -100ºC to 900ºC (-148ºF to 1652ºF)
Fully cold junction compensated using precision internal temperature reference, built in thermocouple linearization tables
+/- 5 degrees typical over full temperature range, subject to quality of probe used.
Differential, can use grounded and isolated probes
-2V to +3V
Temperature Sender
VDO: Standard 50ºC to 150ºC temperature sender as fitted to Rotax 912/914 engines.
VDO Temperature (ºC) /Resistance curve for a standard 50ºC to 150ºC sender
Temperature
(ºC)
Resistance
(Ohms)
50
66
80
100
322.8
179.5
112.5
62.2
110
120
130
140
150
48.1
36.5
28.9
23.1
18.6
MGL NTC: Echlin TS920SA automotive temperature sender
MGL Precision semiconductor (LM335): Based on National Semiconductor
LM335 temperature sensor
User defined senders: The E-3 has a user sender calibration feature that can be customized for senders not listed above
Infinity E-3 Operating Manual
Pressure sensors
Range
Resolution
Page 19
Pressure Sender
VDO: Standard VDO pressure senders (as fitted to a Rotax 912/914 engine)
VDO pressure senders used to measure fuel pressure require the fuel isolation kit available from VDO.
Linear pressure senders: Linear types with a 0V-5V range are supported, pullup resistor in instrument is 1k5 Ohms.
User defined senders: The E-3 has a user sender calibration feature that can be customized for senders not listed above.
VDO Bar/Resistance curve for a 10 Bar pressure sender
Pressure
(Bar)
0
2
4
6
8
10
Resistance
(Ohms)
10
51
86
122
152
180
Supply Voltage Measurement
8 to 30V DC
0.1V
Infinity E-3 Operating Manual
10 Installation
Page 20
10.1 General Connection Diagram
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The E-3 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect displays.
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10.2 EGT/CHT Installation
The E-3 provides for up to 4 thermocouple inputs for use with EGT and CHT probes. K, J as well as E type probes can be used. K types are used for EGT probes while CHT probes can either be J or K type. E-type probes are seldom used.
Probe types are selected in the “EGT SETUP” and “CHT SETUP” menus of the E-3.
Important: Incorrect selection of probe type will lead to an incorrect temperature display.
The E-3 will accept both grounded and isolated thermocouple probes. Your only consideration in case of the more common grounded configurations is that you need to ensure that the thermocouple mounting position (exhaust flange, etc.) is at the same electrical potential as the negative supply line of the E-3.
The thermocouple amplifier is a precision device providing full cold junction compensation. In addition the amplifier measures and corrects for its own errors. This results in a very accurate measurement provided that you install high quality probes. Here are some guidelines:
EGT Probes: Select probes that are made from 316 stainless steel and that use glass-fiber insulated conductors. Teflon insulated conductors as found in many cheap probes introduce errors as the insulation melts moving the measuring point towards the mounting bolt which transfers a lot of heat to the exhaust material. This results in under reading probes. Stay away from probes that use simple plastic heat shrink sleeving – it does not last. Choose probes that use a generous amount of stainless steel spring as strain relief. The bolt itself should be stainless steel as well or it will rust very quickly.
CHT Probes: These are made from washers to fit spark-plug bases. Temperatures are considerably lower so most thermocouple cables will work without problems. The biggest area of concern should be the connection of the thermocouple cable to the washer. This often breaks after the spark plug has been changed a few times. Choose a probe that is suitably reinforced at this point for a long and trouble free life.
EGT and CHT probes supplied by MGL Avionics are of the highest quality. We recommend that you consider using our probes if at all possible.
Warning: Four stroke engines produce much hotter exhaust gases compared to two stroke engines. Do not use EGT probes made from lower grade stainless steel (for example 310), these probes will not withstand the high temperatures and can fail as the metal gets very soft at 800 degrees C. Many four strokes (such as the Rotax 912) will produce exhaust gases of up to 850 degrees C.
Important installation note:
EGT and CHT probes use wire made from iron and other basic metals. As a result these probes are not able to withstand much flexing of the wire due to engine vibration. Avoid making nice looking coils or similar constructions that will result in excessive vibration or flexing of the wire. Route the cables from the probe points tightly along suitable engine mounting points eliminating any chance of unnecessary wire flexing during engine operation.
Note: Always install EGT probes starting on Channel 1 followed by the CHT probes without skipping any channels in between.
10.3 Extending leads of thermocouple probes
Thermocouple leads as used with the EGT and CHT probes can be extended either with ordinary copper cable or with special K-Type extension cable. The choice of either depends on your desired accuracy. If it is possible in your installation to ensure that both ends of a copper extension cable will be at the same temperature (or very close), then it is quite possible to use the copper cable. In most open-air installations this will be the case. Should this not be possible or you require best possible accuracy at all times, you can obtain a special K-type extension cable. This cable is made from the same metals as your probes cable and uses ordinary plastic sleeving as insulation. In either case, ensure that the cable is not routed close to sources of electromagnetic interference of any kind. The voltages present in this cable are very small
Infinity E-3 Operating Manual Page 22
and are subject to changes applied by external fields. This can lead to false temperature indications. You can check your installation by using a hand-held transmitter, such as an air band radio. If you transmit a signal, no change in temperature reading should occur.
10.4 Temperature senders
Four types of senders can be fitted:
Water temperature senders (NTC types): A suitable sender with the same thread used by Rotax can be obtained from
MGL Avionics (manufacturer Echlin).
Water/Oil temperature senders (NTC types): A standard 50ºC to 150ºC VDO automotive sender as fitted by Rotax to
912/914 engines can be used.
MGL Precision senders (National Semiconductors LM335): These are senders containing a semiconductor temperature measurement device. They can be used for water or oil temperature. These senders are available in two types: an encapsulated version with a brass housing suitable for Rotax thread; a second uncommitted version contains only the sensor itself. This can be conveniently mounted inside an existing sender housing after you remove the original insides of the sender. This is intended to give you a solution for unusual or difficult to obtain senders.
Most NTC senders require a single wire connected as shown. The sender is grounded via the engine block. The ground terminal of the gauge input should be connected to the engine block. Some NTC senders have two wires. In this case it is not required that the sender housing itself is connected to the engine block. Wire the second wire to the reference ground terminal.
User defined senders: The E-3 has a user sender calibration feature that can be customized for senders not listed above.
See the temperature setup menu for more details.
10.5 Pressure senders
Pressure senders come in two basic varieties. The first are the automotive types (e.g. VDO), the second are the electronic types with linear output. Most pressure senders used for engines are piezo-resistive types. These tend to have a very low resistance at low pressures and a high resistance at their maximum pressure output. The resistance is approximately linear with pressure. The E-3 supports both increased resistance with pressure as well as decrease resistance with pressure types. The E-3 allows you to choose the pressure sender type as described in the relevant section of this manual. Most automotive types have resistance ranges from 10 to 400 ohms. For example: the oil pressure sender as installed in a Rotax 912/914 engine has approx. 10 Ohms at 0 Bar and 180 Ohms at 10 bars.
Linear output senders that can be used with the E-3 are those types that have their maximum output voltage of 5V at their maximum pressure output.
Senders can have either one or two wires, the two wire senders need one connection to ground. Wire them up as indicated in the drawing. Please note that two wire senders may be sensitive to polarity. One of the two wires is a dedicated ground terminal that has to be connected to ground (minus of the battery or engine block).
The E-3 has a user sender calibration feature that can be customized for senders not listed above.
See the pressure setup menu for more details.
10.6 Senders that are grounded in the engine block
Most of the senders are “grounded configurations”. This means they connect electrically to the engine block. It is vital for good and stable readings that you connect the “Ground” terminal of the E-3 to the engine block using a short, good quality electrical connection. Never use sealant or PTFE tape on the threads of the senders. This may electrically isolate the senders which will result in incorrect indications. The threads on these senders are expanding threads which are designed to create a tight metal to metal seal.
Infinity E-3 Operating Manual Page 23
Note: Connect the ground to the engine block (and engine block to battery negative). Do not connect the E-3 ground directly to battery negative. This must be routed via the engine block.
10.7 RPM Installation
After you have connected the rev counter terminal to the signal source you need to set the number of pulses per revolution under the “RPM SETUP” menu. The calibration itself depends on your engine type and what kind of signal you are using. Typical sources are:
• Magneto coils (suitable signal at the kill switch)
• Primary (low voltage) side of ignition coil, at contact breaker or electronic ignition module
• RPM counter output of electronic ignition systems (for example Bosch Motronic)
• RPM pickup devices such as hall-effect sensors on flywheels etc.
Please see the engine connection diagrams for the RPM connection to the E-3. The E-3 input is quite universally usable.
The rev counter input on the E-3 can be used with signals from about 5Vpp to as much as 100Vpp and the input is AC coupled for easy installation. A noise filter is included that results in the input ignoring any noise signals as long as this is below the detection threshold of about 2.5Vpp. The input impedance of the rev counter input is approximately 10Kohm.
You can use series resistors as well as load resistors for applications that have unusual signals.
For installations such as with the Rotax DCDI two-stroke engines, the rev counter input is simply connected to the grey rev counter wire from the engine. These engines produce six pulses per rev (set this up in the relevant menu item). Most engines produce 0.5, 1, 2 or 6 pulses per revolution. This needs to be setup in the “RPM SETUP” menu item.
Please note: The +5V supply line is unprotected and intended only for the supply of a hall-effect, optical or gear tooth sensors. Connecting any voltages (such as the 12V supply) to this line could destroy the instrument. The +5V line may supply currents of up to 30mA. Should your sensor require greater currents you must supply it from another source.
Please note: It is essential that a single wire be connected from the minus terminal of the instrument to the engine block. This wire must not be used to share currents with other electrical users as this can affect accuracy of readings.
10.8 Adjusting RPM sensitivity
The E-3 has a RPM sensitivity adjustment trimmer as shown in the picture. Adjust this trimmer using a small screwdriver such that you get stable RPM readings over the entire rev band of your engine. If your sensitivity is too high, you may get unstable RPM readings (usually at higher RPM as electrical noise in the ignition system increases). If the sensitivity is too low the RPM reading may remain at zero. Fully clockwise = maximum sensitivity.
Infinity E-3 Operating Manual
10.9 Connecting the E-3 RPM input to automotive engines
Conventional contact breaker ignition system
Page 24
Use the tacho line if your system has such a signal
Connect rev counter input of E-3 to this line. Ensure you have a connection from the E-3 ground to the engine block.
Connect rev counter input of E-3 to this line.
Ensure you have a connection from the E-3 ground to the engine block.
Electronic ignition system with conventional ignition coil
Infinity E-3 Operating Manual
10.10 Connecting a Bendix magneto as a RPM source
Page 25
The above drawing shows the connection required if you would like to connect a magneto as RPM source. Shown is a typical Bendix magneto as used on Lycoming and other aircraft engines. You should find a wire connected to a terminal on the magneto that originates from your magneto kill switch (or starter switch). The terminal is often referred to as a “Pterminal”. Connect a wire as shown and connect this to the RPM input of the E-3. We strongly recommend that a resistor is inserted into your wire as shown. A good value would be 10.000 ohms (10K). A normal 1/4 W resistor is just fine. The above circuit can also be used on other magneto systems such as found on Jabiru and similar engines.
The supplied 220 Ohm ballast resistor should not be used on the above installation.
Infinity E-3 Operating Manual
10.11 Various other pickup/sensor installation possibilities
Page 26
Typical hall effect sensor installation detects the passing of a magnet suitably fixed to prop flanges or shafts.
The gear tooth sensor is a popular pickup used on the pre-rotation gear of a gyro plane (rotor speed indication).
The optical reflective pickup can provide a simple means of contactless RPM sensing in difficult installations.
Infinity E-3 Operating Manual Page 27
10.12 Connection diagram for a Rotax 503 or 582 engine
This diagram shows EGT, CHT and water temperature sender locations and wiring based on a Rotax 582. This is a water cooled engine so CHT senders should be viewed as optional. For a Rotax 503 or similar air-cooled installation, proceed similar but omit the water temperature sender and wiring.
Infinity E-3 Operating Manual Page 28
Please note that the ground connection (black wire) from the E-3 must be connected to the engine block as shown. Select a suitable point on your engine block for this connection. The engine block itself needs to be connected to the negative supply, in all cases this should be a direct connection to your batteries minus terminal. This should be a thick copper cable with a very low resistance and it needs to be as short as possible. This requirement is even more severe if you are using electric start as the very considerable currents required by the starter motor will be using this connection.
For this engine we recommend that you use the supplied 220 ohm ballast resistor. Select a value of 6.0 for pulses per revolution under the “RPM SETUP” menu.
Note: Some Rotax engines may require that a 220 ohm ballast resistor is fitted between the rev counter input and the ground terminal. This resistor should be fitted if you cannot obtain stable
RPM throughout the range regardless of any setting of the rev counter sensitivity adjustment.
Infinity E-3 Operating Manual
.
10.13 Connection diagram for a Rotax 912 or 914 engine
Page 29
This installation assumes that two EGT are used (you can install up to four EGT, one for each cylinder). This installation makes use of the two built in NTC type cylinder head temperature senders.
Connect the rev counter wires (blue/yellow and white/yellow) as follows: One of the two wires needs to be connected to ground (engine block), the other to the RPM counter input. For this engine we recommend that you use the supplied 220 ohm ballast resistor. Select a value of 1.0 for pulses per revolution under the “RPM SETUP” menu.
Infinity E-3 Operating Manual
10.14 E-3 DB9 Cable connections
Main Connector (Bottom DB9 Connector)
DB 9 Pin
1
7
9
5
6
2
3
4
Page 30
Color
Black
Orange
Green
NC
Blue
Red
Brown
White
Function
Ground. Connect the ground to the engine block (and engine block to battery negative). Do not connect the E-3 ground directly to battery negative. This must be routed via the engine block.
Temperature Sender input
Pressure Sender input
Airtalk communication (Not connected)
Used for firmware upgrading
RPM Input
8-30Vdc power via power switch / circuit breaker and fuse if required.
+5VDC Power Out
Alarm Output
Thermocouple (EGT/CHT) input connector (Top DB9 connector)
In case of MGL Avionics K-Type probes + = Yellow probe lead, - = Red probe lead
NOTE: Your E-3 may be supplied with either a DB9 (Female) TC cable or a DB9 (Male) TC cable. Please see the relevant pinout for the cable supplied with the E-3. The color wires allocated to each channel will remain the same irrespective of a which cable is supplied.
DB9 (Male)
DB9 (Female)
DB9 Male
Pin
1
2
3
4
6
7
8
9
DB9 Female
Pin
5
4
3
2
9
8
7
6
Color
Blue
Orange
Green
Purple
Red
Brown
Yellow
White
Function
TC Channel 1 +
TC Channel 2 +
TC Channel 3 +
TC Channel 4 +
TC Channel 1 -
TC Channel 2 -
TC Channel 3 -
TC Channel 4 -
Infinity E-3 Operating Manual Page 31
11 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labour. Shipping costs are for the account of the purchaser.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and/or sensors, and damage caused by inductive loads.
12 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.
ALT-1
ALT-2
ASI-1
ASX-1
AV-1
BAT-1
E-3
FF-1
GF-1
MAP-1
RV-1
RV-2
RTC-2
TC-1
TP-1
Other instruments in the Stratomaster Infinity series
Precision encoding altimeter and vertical speed indicator
Precision encoding altimeter and vertical speed indicator with a serial RS232 transponder output
Airspeed indicator (ASI) with automatic flight log
Encoding aviation altimeter with serial output and airspeed indicator (ASI)
Artificial horizon and magnetic compass indicator
Battery voltage and current monitor
Universal engine monitor
Fuel Computer (single or dual fuel tanks)
+-10G tilt compensated dual range G-force meter
Manifold pressure and RPM Indicator
Universal engine RPM and rotor RPM Indicator
Universal turbine RPM / RPM factor display
Aviation real time clock (RTC) and outside air temperature (OAT) display
4-Channel thermocouple indicator
Universal temperature and pressure gauge
FF-1
Fuel management computer for single or dual fuel tanks
Operating Manual – English 1.12
Introduction
The FF-1 fuel management computer is a 2 1/4” instrument intended for efficient monitoring of fuel related information for single or dual fuel tanks onboard small aircraft and related applications.
The FF-1 unit can connect to one or two fuel flow senders, one or two fuel level senders or both. Full functionality is available with both senders or only with a fuel flow sender using calculated fuel levels based on fuel usage. Differential fuel flow calculations are also supported for fuel return systems. Fuel injector systems are also supported. Standard automotive fuel level senders can be used, even with odd shaped tanks due to a comprehensive, multi-point calibration system. Most fuel flow senders can be used and the K-factor of the sender can be entered into the system for simple calibration. MGL Avionics supplies a lightweight dual range fuel flow sender that is ideally suited for the FF-1, fuel flow senders from other manufactures (e.g. Floscan) are equally suitable.
In addition, the FF-1 can use the airspeed (via the airtalk cable connected to a Infinity ASI-1/ASX-1, Velocity ASI-3/ASX-2 indicator) or actual ground speed (by using the optional GPS NMEA interface cable connected to a RS232 NMEA enabled GPS receiver) to determine fuel range.
1 Features
• Advanced fuel computer with 20 different modes of operation
• Supports single or dual fuel tanks
• The FF-1 can connect to one or two fuel flow senders, fuel level senders or fuel injectors
• Differential fuel flow calculations are also supported for fuel return systems
• The FF-1 has the ability to connect to an ASI-1/ASX-1 or a NMEA enabled GPS receiver for range based calculations. It can also accept a manually entered estimate cruising speed if an ASX-1/GPS is not available.
• Standard automotive fuel level senders can be used, even with odd shaped tanks due to a comprehensive, multi-point calibration system
• Bilingual support (English and French)
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• Alarm output as well as a red LED illuminates when the fuel level is below the fuel level alarm value
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• 1 year limited warranty
FF-1 Operating Manual
2 FF-1 Layout
Page 2
Backlit graphic LCD display:
Contrast and backlight can be adjusted in the menu system
Up/F1 Button:
Up button in menu system
Normal mode:
Manual speed input if the speed setting is set to
“MANUAL”
Speed display if the speed setting is set to “AIRTALK” or “NMEA”
LED alarm:
The red LED will illuminate if any of the fuel tank levels are below the fuel level alarm value
Harness:
Harness connects to power, fuel flow and fuel level senders
Down/F2 Button:
Down button in menu system
Normal mode:
Manually enter your current fuel level after fueling or defueling your aircraft
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise for up/down menu scrolling. During normal mode turning the rotary control will display the alternate fuel information screen (Display mode dependant, see section 3.1).
FF-1 Operating Manual Page 3
3 Main Displays
The FF-1 has 20 different modes of operation. The display modes can be selected in the fuel setup menu by selecting different configurations of the number of fuel flow/level senders installed. The FF-1 will automatically adjust the display according to these settings.
3.1 Single fuel flow and calculated tank level (single tank)
Single fuel flow and fuel level sender (single tank)
Differential fuel flow and calculated tank level (single tank)
Differential fuel flow and fuel level sender (single tank)
Summed fuel flow and calculated tank level (single tank)
Summed fuel flow and fuel level sender (single tank)
Fuel range
Fuel endurance hours:minutes
Fuel flow
Fuel level
Fuel flow unit
Digital fuel level value
Fuel level unit
Fuel low alarm level
Alternate main screen for the above display modes
This display can be selected by rotating the rotary control.
FF-1 Operating Manual
3.2 Dual fuel flow and calculated tank levels (dual tank)
Dual fuel flow and dual fuel level senders (dual tank)
Fuel range
Fuel flow 2 value
Fuel endurance hours:minutes
Fuel flow 1 value
Page 4
Fuel flow unit
Fuel tank 1 level
Fuel tank 2 level
Fuel low alarm level Digital fuel level 2 value
Digital fuel level 1 value
3.3 Single fuel flow and dual fuel level senders (dual tank)
Single fuel flow, single fuel level sender, single calculated tank
Differential fuel flow and dual fuel level senders (dual tank)
Differential flow, single fuel level sender, single calculated tank
Summed fuel flow and dual fuel level senders (dual tank)
Summed fuel flow, single fuel level sender, single calculated tank
Fuel range
Fuel flow value
Fuel tank 1 level
Fuel tank 2 level
Fuel low alarm level
Digital fuel level 2 value
Fuel endurance hours:minutes
Fuel flow unit
Digital fuel level 1 value
FF-1 Operating Manual Page 5
Single/Differential/Summed fuel flow, single fuel level sender, single calculated tank
These modes are nice for multiple fuel tanks whereby one or more tanks are difficult to insert level senders in. Potential problems such as those listed below can easily be diagnosed by doing side by side comparisons between a calculated and physical tank.
• Leaks in the fuel system
• Uneven drain of interconnected tanks
• Malfunction of the level sender
• Malfunction of the flow sender
Please note that the fuel flow deducts from the calculated tank only. Fuel range and fuel endurance will only be calculated if the corresponding fuel flow is setup with the corresponding calculated fuel tank e.g. fuel flow 1 and fuel tank 1.
3.4 Single fuel flow only indicator
This mode is displayed if either fuel flow 1 or fuel flow 2 is selected and no fuel level senders are selected.
Fuel flow value
Fuel flow unit
3.5 Dual fuel flow indicator
This mode is displayed if both fuel flow 1and fuel flow 2 are selected and the fuel mode is selected for dual flow. Both fuel level senders are disabled.
Fuel flow 1 display
Fuel flow unit
Fuel flow 2 display
3.6 Single tank level indicator
This mode is displayed if either fuel level 1 or fuel level 2 is selected. Both fuel flow senders are disabled.
Remaining fuel in tank
Fuel low alarm level
Fuel level unit
Full tank value
FF-1 Operating Manual
3.7 Dual tank level indicator
This mode is displayed if both fuel level 1 and fuel level 2 are selected. Both fuel flow senders are disabled.
Page 6
Remaining fuel in tank 1
Fuel level unit
Remaining fuel in tank 2
3.8 Differential/Summed fuel flow
This mode is displayed if both fuel flow 1 and fuel flow 2 are selected and the fuel mode is selected for either differential or summed.
Differential (fuel flow 1 minus fuel flow 2) or
Summed (fuel flow 1 plus fuel flow 2) fuel flow reading.
Fuel flow unit
Fuel flow reading from fuel flow sender 1
Fuel flow reading from fuel flow sender 2
3.9 Enter cruising speed
Press the F1 key during the main display screen to manually enter your aircraft’s cruising speed. This value will be used to calculate the fuel range, i.e. how far you can fly with the remaining fuel at zero wind speed. For this calculation, your current remaining fuel, your current fuel flow and the speed entered here are taken into account. You can easily change the speed during flight to reflect changes in ground speed or cruising speed. Use this function with care and do not use it to extend your range. You must at all times have a secondary indication of available fuel. Note that flow senders and level senders may be subject to malfunction that may result in incorrect fuel levels being displayed or calculated.
This function is only available in certain display modes and if the speed menu option is set to manual.
FF-1 Operating Manual Page 7
3.10 Airtalk airspeed / GPS ground speed display
Pressing the F1 key during the main display will show the current airspeed (using the ASX-1 indicator) or ground speed (using a NMEA enabled GPS receiver). This value is used for fuel range calculations.
3.11 Enter starting level of fuel tanks
Press the F2 key during the main display screen to manually enter your current fuel level after fueling or defueling your aircraft. This function is only available if you have a mode selected where fuel level is calculated from fuel flow. Press the F2 key again as a “quick fill button” to the full level.
Note:It is good airmanship to take into account a “silent” fuel reserve. For example, if you have a 50 liter tank and you fill it, enter 40 or 45 liters as your available fuel.
3.12 Incorrect fuel setup message
The following message will be displayed if the FF-1 is setup incorrectly. For example if both fuel flow senders are disabled and a single/dual fuel level(s) are setup for calculated fuel tanks.
4 Menu System
Pressing the rotary control button during the normal display mode will cause the FF-1 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system.
Note: (“ADC Values” menu item is only visible when powering up the unit and pressing the rotary control). The text “CALIBRATE” will appear on the intro screen when entering this mode.
FF-1 Operating Manual Page 8
4.1 Exit Menu
Pressing the rotary control on this menu item will cause the FF-1 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
4.2 Fuel Totals
These are 2 independent accumulators for fuel tank 1 and fuel tank 2 that totalize the amount of fuel burn since the last time the accumulators were reset to zero.
Move the highlight over the “DONE” menu item and press the rotary control to return to the main menu.
Select this menu option to reset the fuel totalizers to zero.
4.3 Display Setup
Move the highlight over the “DONE” menu item and press the rotary control to return to the main menu.
Select this menu option to adjust the display contrast.
Select this menu option to turn the backlight on or off.
Select your preferred language for the FF-1. English or French.
FF-1 Operating Manual
4.4 Fuel Setup
This menu will customize itself to the various options you choose. The full fuel setup menu is shown.
Page 9
Move the highlight over the “DONE” menu item and press the rotary control to return to the main menu.
Select your desired units for distance and fuel quantity. The following options are available:
L/sm: Liters and statute miles
G/sm: U.S. Gallons and statute miles
L/nm: Liters and nautical miles
G/nm: U.S. Gallons and nautical miles
L/km: Liters and kilometers
G/km: U.S. Gallons and kilometers
Select which speed will be used for range based calulations. You can select beteween “MANUAL”
(Manually enter a cruising speed), “AIRTALK” (airspeed obtained from the ASX-1), or “NMEA”
(obtained from a RS232 NMEA enabled GPS receiver) .
Select the Baud rate of your NMEA GPS receiver.
Select if there is a fuel flow sender connected to the FF-1’s fuel flow 1 input.
The K-Factor is the number of pulses generated by the fuel flow sender for one liter of fuel. The dual range fuel flow sender supplied by MGL Avionics has a K-Factor of 7000 in the low flow mode (jet installed) and 1330 for the high flow mode (no jet installed). The Flowscan 201A-6 has a K-Factor of
8454. You can use the K-Factor to calibrate your fuel flow sender. See the installation section for more details on how to calibrate and install the fuel flow sender.
Select if there is a fuel flow sender connected to the FF-1’s fuel flow 2 input.
The K-Factor is the number of pulses generated by the fuel flow sender for one liter of fuel. The dual range fuel flow sender supplied by MGL Avionics has a K-Factor of 7000 in the low flow mode (jet installed) and 1330 for the high flow mode (no jet installed). The Flowscan 201A-6 has a K-Factor of
8454. You can use the K-Factor to calibrate your fuel flow sender. See the installation section for more details on how to calibrate and install the fuel flow sender.
Select if you want to measure fuel flow using a fuel flow sender or by using fuel injectors.
FF-1 Operating Manual Page 10
Select whether the FF-1 fuel flow input is connected to the high or low side fired fuel injector.
If both fuel flow senders are selected then select if they are operating on individual fuel tanks (dual) or if they are operating in a supply/return type fuel system (differential).
Select this menu item to setup the fuel level for fuel tank 1. See below for more details.
Select this menu item to setup the fuel level for fuel tank 2. See below for more details.
Fuel level setup. (Only tank 1 setup is shown, follow the same steps for tank 2 setup)
Move the highlight over the “DONE” menu item and press the rotary control to return to the fuel setup menu.
Select if fuel tank 1 has a physical fuel level sender connected to it or if the FF-1 must use a calculation based virtual fuel tank. If you do not want any fuel level information then set this parameter to off.
Enter the size of the fuel tank in your system. It is recommended to choose a size that is slightly less than actual size so you can compensate for sender inaccuracies and give you a measure of reserve fuel.
Select whether to turn the fuel tank 1 level alarm on or off.
Enter your desired minimum fuel value that you would like to trigger the fuel low alarm. The fuel low alarm will result in the flashing of the fuel level display and remaining fuel readout. You can also connect a warning lamp to the external alarm output (see installation diagram). Note that the fuel low level will be displayed as a vertical line on your fuel level display. This level is over and above your
“silent” fuel reserve.
See section 4.4.1 on how to calibrate the fuel level senders.
Select the damping factor for the fuel level. A selection of none, low, med or high can be made.
FF-1 Operating Manual Page 11
4.4.1 Calibrating the fuel level senders
The fuel level sender needs to be calibrated before it can be used with this system. The calibration allows the system to learn the shape of your tank as well as any errors your fuel level sender or installation has.
Regardless of your use of a fuel flow sender, you can install a fuel level sender into your fuel tank. These level senders are inexpensive and are available as after market replacement fittings from a car spares outlet. We recommend the senders available from VDO.
Be aware that some makes of cheap level senders can prove troublesome, as the lever arms tend to be sticky.
This prevents the floats from floating on the surface of the fuel at all times. As a consequence, this will lead to incorrect fuel level indication.
Adjusting calibration points automatically
Select “SENDER” for the mode menu item. Once you have installed a fuel level sender into your tank, make sure the float can travel all the way from empty to full position without hindrance of any kind. The calibration procedure should be carried out with your aircraft in flight attitude. This means you need to lift the tail if you have a tail-dragger or lift the nose wheel if you have a weightshift trike.
Calibration procedure
• Start the calibration procedure with an empty tank.
• Add five liters of fuel (our reserve quantity) using a suitable measure. Make sure the measure is suitably accurate.
This is now the “level sender reading at 0 Lt” position. Move the highlight to this position and wait until the sender reading has stabilized (You will see the sender reading at the top line). This could take up to a minute so have patience.
ENSURE THAT THE FLOAT IS NOT SUBMERGED AND IS FLOATING ON TOP OF THE FUEL LEVEL.
Should this number not react to changes of your level sender position, then you have a problem. Please check your wiring according to the installation section of this manual. You should expect the number to change in the region of at least 20 to 60 counts per calibration position. If the number does not change with fuel level or only changes a very small amount – check your installation. Something is not right!
• If you see the number changing then everything is well. Once it has stabilized and the highlight is on the 0 L position, press the rotary control to transfer the reading from the sender to the calibration point.
• Now you are ready for the next step. Add the required amount of fuel to get to the next level (In our case 9 Lt – this is 20% tank capacity). Once done, wait for the reading to stabilize and press the rotary control again after you have moved the highlight to the “9 L” position.
• Proceed in a similar manner until you have reached the last calibration position at 100% tank capacity.
You are done!
To finish your calibration, exit the calibration function by moving the highlight over the “DONE” menu item and press the rotary control.
The instrument uses the 6 calibration points to work out a correction curve that takes into account the tolerances of your fuel level sender and the shape of your fuel tank. This results in an incredibly accurate and usable fuel level display that far exceeds that available from ordinary dial type gauges.
FF-1 Operating Manual Page 12
Adjusting calibration points manually
You may want to set individual calibration points manually. For example you may find that your fuel level is over reading at a specific fuel level. Correcting the tank level reading for this area can be simply done by adjusting the calibration point.
You can do this by moving the float level with your hands to the desired position and then performing the calibration as outlined above, or you can use the manual option.
Select “MANUAL” for the mode menu item. Then highlight the point you want to change manually and press the rotary control. Use the up or down keys or the rotary control to adjust the value. Press the rotary control when done.
Note: The calibration positions may be edited by using the up and down keys. This allows you, in theory, to copy calibration settings from one instrument to another. We however recommend that you do go though the calibration procedure even if the two aircraft are identical in all respects. Tolerances do exist and the calibration cancels these out.
Accurate fuel level displays are a vital safety factor for an aircraft and a very useful feature for peace of mind during cross county flights.
Notes on Slope error
Sender value is a value determined by the FF-1. It is used to calculate fuel level, fuel endurance estimate and current range estimate. The fuel tank setup sender value can either increase in value as fuel is added or decrease in value if fuel is added. This is dependent on the type of fuel level sender used. However should the second reading be larger than the first reading all readings will have to be larger than the previous readings. Likewise should the second reading be smaller than the first reading all readings will have to be smaller than the previous reading.
If this is not the case the wording "Slope error" will be displayed. This could happen when fuel was removed instead of added between steps, no fuel was added between steps or when the fuel level sender was moved in the wrong direction e.g. moving the fuel level sender manually when it is not inserted in to the fuel tank. Determine the cause of the error if you should get a slope error message. If you do not know the cause of your error it is best to start from scratch. It should be remembered that accuracy in the fuel tank calibration is extremely important to enable your FF-1 to display the correct data.
4.5 ADC Values
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item.
This menu displays the ADC values that have been read from the two fuel level senders.
FF-1 Operating Manual Page 13
5 Loading factory default settings
Pressing and holding the F1 and F2 keys simultaneously on power up will cause the FF-1 to load preprogrammed factory default settings. The following screen will be displayed:
6 Operating the alarms
If the alarm is activated, the corresponding item on the display will flash. At the same time the externally available alarm switch will close. The switch will remain closed until any button is pressed to acknowledge the alarm or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator.
The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
7 Airtalk speed input message
The FF-1 will accept a speed message from an airspeed type indicator such as a Stratomaster Infinity ASX-1 (Encoding aviation altimeter with serial output and airspeed Indicator (ASI)). The FF-1 uses this information to calculate the fuel range, i.e. for how far you can fly with the remaining fuel. For this calculation, your current remaining fuel, your current fuel flow and the speed information are taken into account.
The MGL avionics airtalk protocol uses 19200 baud, 8 data bits, one stop bit and no parity.
8 RS232 NMEA enabled GPS receiver message
The Infinity FF-1 has the ability to be connected to a NMEA enabled RS232 GPS receiver to allow the FF-1 to use the actual ground speed in determining the fuel range. For this calculation, your current remaining fuel, your current fuel flow and the ground speed information are taken into account. The Baud rate can be setup in the FF-1 for 1200 to 19200
Baud. An additional GPS NMEA interface cable is required.
The NMEA enabled RS232 GPS receiver must be able to output a GPRMC message (The Recommended Minimum sentence defined by NMEA for GPS/Transit system data.) This message is defined as:
$GPRMC,hhmmss,status,latitude,N,longitude,E,spd,cog,ddmmyy,mv,mvE,mode*cs<CR><LF>
Example: $GPRMC,083559.00,A,4717.11437,N,00833.91522,E,0.004,77.52,091202,,,A*57
FF-1 Operating Manual Page 14
9 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The FF-1 is not waterproof. Serious damage could occur if the unit is exposed to water and/or spray jets.
10 FF-1 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
Dimensions
Enclosure
Weight
Non-volatile memory storage
Fuel level input
Fuel level senders supported
Fuel flow senders
Airtalk protocol
NMEA Baud rate
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection
Approx. 40mA @ 13.8V (backlight on) 10mA @13.8V (backlight off)
114x64 graphic LCD display. Contrast and backlight is user configurable, green/yellow backlight see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 124 grams
100000 write cycles
Maximum voltage: 5V, 5mA maximum current
Any resistive type with common ground and capacitate probes with active voltage outputs up to 5V level (push pull or pullup)
Supply 5V, 40mA maximum current. TTL level input with noise filter and
Schmitt-trigger hysteresis. Required input voltage swing: less than 1.5V to more than 3.5V. Maximum input voltage range -5V to +18V
19200 baud, 8 data bits, no parity, 1 stop bit (TTL voltage levels)
Selectable - 1200,2400,4800,9600,19200
11 Installation
11.1 Cable connections
DB 9 Pin
1
2
3
4
Color
Black
Orange
Green
RCA (Inner cable)
7
8
5
6
9
Blue
Red
Brown
Yellow
White
Function
Ground
Fuel level 1 sender
Fuel level 2 sender
Airtalk communication
Used for firmware upgrading and airtalk speed message (ASI-1/ASX-1)
Fuel flow sender 1 signal
8-30Vdc power
+5V DC Power out for fuel flow senders
Fuel flow sender 2 signal
Alarm output
FF-1 Operating Manual Page 15
11.2 Connection Diagram
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The FF-1 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect displays.
FF-1 Operating Manual Page 16
11.3 Fuel flow sender installation
The fuel flow sender allows the FF-1 to provide instantaneous readouts of hourly fuel usage, and both time and distance estimates on remaining fuel in flight. You can also verify the performance of your fuel pump during the pre-takeoff engine run up – a very valuable check! Further, it is possible to set up the instruments to calculate fuel remaining by subtracting fuel used from a value entered when you filled your tank(s). In this case you may omit the installation of the optional fuel level sender. Please note that the installation of the fuel Flow sender should be done in such a fashion that dirt or debris from the fuel tank cannot lodge inside the flow sender. These will not block you fuel flow but may lead to the impeller inside the sender jamming. It is usually sufficient to mount the flow sender AFTER the fuel filter but before the fuel pump.
It is a good idea to provide a small reservoir such as a primer bulb between the flow sender and the fuel pump.
As indicated in the recommended installation drawing, it can be of advantage to install the flow sender in such a fashion that the inlet points slightly down and the outlet points slightly up. This prevents vapor from forming a bubble inside the flow sender. We strongly recommend mounting the flow sender in such a fashion that the impeller rests on only one bearing. This is achieved if you mount the sender such that the surface with the arrow faces upwards. Mounting the sender like this results in the best performance at low flow rates as only very little friction is present. The flow sender is delivered with a small jet that can be installed in the flow sender inlet. Installation of this jet is recommended for engines with fuel flow rates lower than about 30 liters per hour. This would apply to most small two and four stroke engines. The
FF-1 is shipped with the fuel flow sender calibration set for the jet installed. In a good installation you can expect about +/-
3% maximum flow reading error with this factor. You can calibrate the flow sender yourself to a higher degree of accuracy if you so desire.
Recommended procedure to calibrate the fuel flow sender:
Note: You must disable the fuel level sender if you have one installed, and enable the calculated fuel level sender.
1. Fill your tank exactly to a known level (for example 50 liters).
2. Set your fuel level to 50 liters.
3. Fly your aircraft for a period that you know will use approximately 20 liters of fuel. The exact fuel burn is not important; just burn about 20 liters of your fuel. At the end of your flight the instrument should give you a reading of how much fuel you have left – the reading should be about 30 liters left.
4. Now place your aircraft in exactly the same position that you used when you first filled the tank and refill the tank to 50 liters using a measuring jug. You should find that you need 20 liters of fuel to refill to 50 liters.
5. If you find that the instrument under or over reads the fuel used, you should perform a simple adjustment of the fuel flow sender calibration factor.
Example:
Actual fuel used: 21.5 liters, FF-1 fuel burn calculated 29.7 liters left in the tank. This means the FF-1 measured 50-29.7 =
20.3 liters. We are under reading by 1.2 liters.
Default calibration factor in Fuel setup menu = 7000.
Let the corrected calibration factor be X.
X = (20.3 * 7000) / 21.5
X = 6609.3
The closest setting you can enter as factor is 6609. Enter it into the unit and you are done!
Repeat the above procedure to verify that your flow sender is now reading correctly.
Please note:
Before you calibrate the flow sender ensure there are no problems with your installation. We find the senders are very accurate if everything is installed and working properly. If your fuel burn indication is out by a large amount you have a problem that you should not attempt to fix by fiddling with the calibration factor! Please ensure that no fuel vapor can be trapped inside the sender housing in the form of bubbles. Due to the low fuel flow rates the bubbles will prevent the tiny impeller from turning freely, you can verify the turning of the impeller. You should notice three dark spots that are just visible in the inside of the fuel flow sender. These are small magnets that are attached to the impeller. With fuel flowing you should see the magnets turning. The best defense against vapor bubbles is to install the flow sender in such a way that the bubbles can escape. The easiest way is to point the outlet slightly upwards and the inlet (with the jet) slightly
FF-1 Operating Manual Page 17
downwards. Another possible problem is the fuel sender jet. When you install it, do not damage it. Use a drill bit of suitable diameter (5.5mm) to push the jet all the way, the opening of the jet must be just in front of the impeller.
YOU NEED TO APPLY SOME FORCE TO INSERT THE JET ALL THE WAY (about 24mm). THE JET MUST BE
LOCATED RIGHT IN FRONT OF THE IMPELLOR. YOU CANNOT PUSH THE JET TOO FAR.
Using other Flow Senders
It is quite possible to use flow senders other than the MGL Avionics fuel flow sender. In this case ensure that the sender outputs a 5V TTL square wave or a similar signal. The FF-1 interface electronics will adapt to a variety of different voltages and pulse shapes as it contains a Schmitt-trigger input stage. The calibration factor can be entered in a wide range making the unit particularly suited to other flow senders. The supply output terminal for the sender provides a positive, regulated 5 volt output. This may be used to power the flow sender provided the sender will not draw more than
40 mA of current. Should your sender require a higher voltage or more current, you must supply the sender from a different power source. Exceeding the rating on the MGL Avionics fuel flow sender supply terminal can affect the operation on the unit negatively or even damage it. Some senders require a pull-up resistor to the 12V supply line. We find most installations of these senders require a 4K7 pull-up resistor.
Recommended Calibration Factors for the MGL Avionics dual range flow sender:
With jet installed = 7000. Recommended for flow rates below 30 liters/hour maximum
Without jet installed = 1330. Recommended for flow rates above 30 liters/hour
Please refer to the leaflet included with the flow sender for information on pressure drop versus flow rate, wetted materials etc.
It is your responsibility to ensure that the flow sender used is compatible with the fuels you intend using. We have found the MGL Avionics fuel flow sender to be very compatible with automotive fuels used in South Africa, many of which contain methanol. 100LL AVGAS also appears not to harm the sender in any way. We have exposed a sender continuously to our automotive fuels for the duration of two years without any noticeable ill effect on the sender. However, despite this MGL Avionics or its appointed agents cannot assume responsibility for any incident or damage, even loss of life by whatsoever cause connected with the fuel flow sender or the FF-1 instrument. Usage of this or other senders is your own sole responsibility.
If you do not agree with the above statement you must not use the fuel flow sender.
Note to Pilots: (Even though this is the installation manual)
You must always have a visual indication of the fuel level available, either by means of a sight glass, direct tank observation or a known, reliable secondary fuel level gauge. Fuel level indication by means of calculated fuel burn is subject to errors both by entering incorrect starting fuel levels as well as mechanical problems causing the flow sender impeller to turn too slowly, resulting in under reading fuel burn and thus over reading remaining fuel. As pilot in command of an aircraft it is your responsibility to ensure that you have sufficient fuel to reach your intended destination. Always ensure that you have a generous amount of reserve fuel and never use your reserve fuel except in an emergency if it is unavoidable.
11.4 Floscan 201 fuel flow sender installation
1. The inlet and outlet ports in series 201 flow transducers have ¼” NPT threads. Use only ¼” NPT hose or pipe fittings to match. When assembling fittings into the inlet and outlet ports DO NOT EXCEED a torque of 15 ft. lbs.
(180 inch lbs.), or screw the fittings in more than 2 full turns past hand tight, WHICHEVER COMES FIRST.
FloScan Instrument Co., Inc. will not be responsible for cracked castings caused by failure to use ¼” NPT fittings, over torquing the fittings, or assembling them beyond the specified depth.
2. A screen or filter should be installed upstream of the flow transducer to screen out debris which could affect rotor movement or settle in the V-bearings. As turbulence upstream of the transducer affects its performance, there should be a reasonable length of straight line between the transducer inlet and the first valve, elbow, or other turbulence-producing device.
3. Install the flow transducer with wire leads pointed UP to vent bubbles and insure that rotor is totally immersed in liquid. For maximum accuracy at low flow rates the transducer should be mounted on a horizontal surface.
4. Power supply: 12 VDC at 100mA filtered and regulated.
FF-1 Operating Manual Page 18
5. Series 200 flow transducers are designed to measure steady state flows. Indicated accuracies and pulse counts were obtained using heptane on a flow stand with rotary pumps and are reproducible in flow systems using rotary or gear pumps. Fuel systems with diaphragm fuel pumps and carburetors produce pulsating fuel flows. For accurate results on these systems consult the factory for the correct flow transducer/pulsation damper combination.
Wiring the Floscan Flow Transducer
The FF-1 unit measures the output from the transducer. A 5600 ohm (5k6) pull-up resistor is required. See wiring table and installation diagram below.
The gallon per hour K-Factor for the 201A-6 transducer is approximately 32,000. The K-Factor of each sensor (at 16
GPH), divided by 10, is written on a label attached to sensor. Multiply this number on the label by 10, which should give a value of approximately 32,000. The FF-1 requires a litre per hour K factor. Take the gallon per hour K factor, and divide it by 3.785 (which yields a K-Factor of approximately 8454).
Floscan transducer wire color
White
Black
Red
FF-1 DB9 Terminal/Other Terminal
Fuel flow sender 1 (DB9 pin 5 – Blue)
Fuel flow sender 2 (DB9 pin 8 – yellow)
FF-1 ground (DB9 pin 1 – Black) / Aircraft ground / Engine block
+12V DC Supply (Not supplied by the FF-1)
Floscan connection diagram
FF-1 Operating Manual Page 19
Flow range: Gasoline
Flow range: #2 Diesel
Approximate K-Factor
¹
: Gasoline
Approximate K-Factor
¹
: Diesel
Pressure Drop: Gasoline
Pressure Drop: #2 Diesel
Repeatability between measurements
Working pressure
Temperature range
Bearing life expectancy
Model 201A-6
0.3 – 30 GPH
2.0 – 30 GPH
32 000
33 000
0.6psi @ 15 GPH
2.4psi @ 30GPH
0.8psi @ 15GPH
3.0psi @ 30GPH
0.25% @ 16GPH
200psi
-65º/100ºC
10 000 hr min.
Model 201B-6
0.6 – 60 GPH
3.0 – 60 GPH
28 000 – 31 000
28 000
1.2psi @ 30 GPH
4.8psi @ 60GPH
1.5psi @ 30GPH
6.0psi @ 60GPH
0.25% @ 16GPH
200psi
-65º/100ºC
10 000 hr min.
Model 201C-6
2.0 - 80 GPH
8.0 – 80 GPH
24 000
25 000
1.4psi @ 40 GPH
5.8psi @ 80 GPH
1.8psi @ 40GPH
7.2psi @ 80GPH
0.25% @ 16GPH
200psi
-65º/100ºC
10 000 hr min.
Notes:
1. Pulses/Gallon @ 16 GPH
2. All flow transducers are tested and marked with K-factor at 16 GPH. Repeatability at 16 GPH is guaranteed to 0.25%.
Transducers are available with calibrated K-factors at additional cost
11.5 Fuel level sender installation
The FF-1 permits the connection of one or two standard automotive fuel level senders. These senders can be obtained at automotive spares outlets at reasonable cost. When you choose a float level sender, ensure that you select a model that is sturdy and promises reliable and long lifetime. In particular, select a model that does not have any metal parts that can rust. The FF-1 can interface to a large variety of these fuel level senders. It does not matter if the sender resistance increases or decreases with the fuel level as long as it changes. The calibration procedure outlined in the “Fuel Setup” section describes in great detail the procedure to follow.
In essence, the calibration procedure will measure the resistance of the fuel level sender at various fuel levels and then work out the readings in between those known settings. Typical fuel level senders that can be used with the FF-1 have resistance ranges in the region of 100 ohms to 500 ohms. Connect the flange of the sender to the negative supply
(ground). You can connect capacitive senders as well. These generally come in two types: The first emulates a normal resistive probe and is simple to connect and use as a result. The second type has a voltage level output. These can be used if the voltage can be set to a range of about 0-5V. Higher voltage levels will result in the instrument assuming a problem. The FF-1 supports one or two fuel tank level senders. You need to enable these in the “Fuel Setup” menu.
We recommend using VDO float based fuel level senders. Capacitive types can be used provided they have a voltage output not exceeding 5V. The level terminal has an internal 1K resistor pull-up to 5V. Please note that capacitive senders may exhibit large errors as they are very sensitive to the composition of the fuel used. We do not recommend using capacitive senders with automotive fuels for this reason.
Safety Hazard! Please take note:
Be careful when installing fuel level senders into fuel tanks. Ensure that the fuel tank is completely empty when you proceed with the installation. Ensure that the fuel tank is well ventilated and does not contain any fuel vapors – these are highly explosive when mixed with air. Ensure that at all times the ground connection (the connection of the fuel level sender mounting flange) is securely connected to the aircraft frame (in case of a metal frame) and to the negative terminal of the battery. In addition the negative terminal of the battery must at all times be connected to the supply ground terminal of the FF-1. Please note – this wiring is critical and must never break in flight. It would be possible to create electrical sparks in the fuel tank if your wiring is faulty or incorrect. The consequences of this can be imagined. This has nothing to do with the FF-1 itself but is a general hazard for any automotive fuel level sender installation. If you have no experience with electrical wiring, PLEASE delegate the task to a qualified automobile electrician or electronics technician. If you need to remove the FF-1, please first disconnect and secure the fuel level sender wire before disconnecting anything else.
FF-1 Operating Manual Page 20
11.6 Fuel injector systems
Should you want to monitor fuel flow directly by means of measuring the fuel injector opening time, the connection as in the diagram below can be used. You can use either high or low fired injectors (most systems are low side fired as shown below). After you have connected the system as shown below you can proceed to set up the system. (don’t forget that you need a connection from the FF-1 ground terminal to the engine block (at the same potential as the battery negative).
• Select high or low side fired injector in the Fuel Setup menu.
• Enable the flow sender in the Fuel Setup menu.
• Select a suitable K-factor in the calibration menu to give you correct rate of flow. A good starting value may be in the 1500-2000 range. Increase to lower indicated flow and decrease to have a larger indicated flow.
Flow through the injectors may not be 100% linear with switching times due to various effects. However, it is possible to obtain very good performance from this flow monitoring system if you keep the following in mind: Calibrate the K-factor so flow indication is accurate during cruise, the period your engine spends most of its active time at. Ensure that you have a correctly working fuel pressure regulator. The more constant your fuel pressure, the more accurate the flow indication.
Never use this or any other flow system as your only fuel level indication. This is not the intended purpose of a flow measuring system and this can be dangerous if for whatever reason incorrect flow is indicated.
FF-1 Operating Manual Page 21
12 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labour. Shipping costs are for the account of the purchaser.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and or sensors, and damage caused by inductive loads.
13 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.
ASI-1
ASX-1
AV-1
BAT-1
E-3
FF-1
GF-1
MAP-1
RV-1
RV-2
RTC-2
TC-1
TP-1
Other instruments in the Stratomaster Infinity series
ALT-1
ALT-2
Precision encoding altimeter and vertical speed indicator
Precision encoding altimeter and vertical speed indicator with a serial RS232 transponder output
Airspeed indicator (ASI) with automatic flight log
Encoding aviation altimeter with serial output and airspeed indicator (ASI)
Artificial horizon and magnetic compass indicator
Battery voltage and current monitor
Universal engine monitor
Fuel Computer (single or dual fuel tanks)
+-10G tilt compensated dual range G-force meter
Manifold pressure and RPM Indicator
Universal engine RPM and rotor RPM Indicator
Universal turbine RPM / RPM factor display
Aviation real time clock (RTC) and outside air temperature (OAT) display
4-Channel thermocouple indicator
Universal temperature and pressure gauge
GF-1
+-10g Tilt Compensated dual range aviation G-force meter
Operating Manual – English 1.04
Introduction
The GF-1 is a 2 1/4” G-force meter capable of measuring G-forces exerted in an aircraft up to +-10g. The forces acting on the aircraft are easily seen on a large backlit graphic display both numerically and graphically. The GF-1 also has the facility to record maximum G-forces obtained in permanent memory as well as a temporary memory to record G-forces reached from the time of power up. It also features 2 independent cycle counters to capture the amount of times a preset force has been exceeded. The GF-1 is able to measure G-forces even if the instrument is not mounted exactly on the vertical axis of the aircraft.
1 Features
• Typical, accurate range up to 20g (from -10g to +10g)
• Records maximum measured forces in permanent memory (both positive and negative G-forces), with password protected reset facility
• Two independent cycle counters record the number of times a preset force has been exceeded
• Temporary memory for maximum positive and negative G-forces encountered (typically during a flight)
• Clear, large readable G-force numerical value (10G positive and negative)
• Scalable graphic analog display of force acting on the aircraft
• 2 axis design of the instrument allows mounting in sloped panels (i.e. panel not exactly vertical)
• Quick calibrations function for operation at temperature extremes using Earth’s gravity
• Bilingual support (English or French)
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• Red LED illuminates every time the aircraft exceeds a preset G-force
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• 1 year limited warranty
GF-1 Operating Manual
2 GF-1 Layout
Backlit Graphic LCD Display:
Contrast and backlight can be adjusted in the menu system
LED Alarm:
The red LED will illuminate if the Gforce cycle counter has been exceeded
Page 2
Harness:
Harness connects to power
Up/F1 Button:
Up button in menu system
Reset cycle counter values in normal mode
Down/F2 Button:
Down button in menu system
Reset temporary
(current flight) G-force maximum values in normal mode
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise for up/down menu scrolling. During normal mode rotating the switch will display the permanent memory Gforce maximum values.
3 Main Display
Programmable Gforce scale
Maximum value reached during current flight indicator
Analog G-force meter bar graph
Number of times the negative limit has been exceeded
Number of times the positive limit has been exceeded
Maximum positive force recorded during a flight
Digital G-force display
Maximum negative force recorded during a flight
GF-1 Operating Manual Page 3
3.1 Reset cycle counters display
This display can be accessed by pressing the F1 key during the normal display mode. Pressing the F1 key again will reset the cycle counters. Pressing any other key will cause the GF-1 to return to the normal display mode.
Note: The cycle counter values are stored in non-volatile memory and are recalled on power-up.
3.2 Reset current flight/temporary maximum G-force values display
This display can be accessed by pressing the F2 key during the normal display mode. Pressing the
F1 key will reset the temporary/current flight maximum values to the current G-force value. Pressing any other key will cause the GF-1 to return to the normal display mode.
3.3 Permanent maximum G-force values display
This display can be accessed by turning the rotary control either clockwise or anti-clockwise. Pressing the F1 key will reset the permanent maximum values to the current G-force value. Pressing any other key will cause the GF-1 to return to the normal display mode. If the max G-force reset code is not equal to 0000, then the code entry screen will be displayed.
To avoid false recordings, the maximum G-force function is only activated 10 seconds after the instrument has powered up.
Note: The permanent maximum values are stored in non-volatile memory and are recalled on power-up.
4 Menu System
Pressing the rotary control button during the normal display mode will cause the GF-1 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system.
GF-1 Operating Manual Page 4
Note: (ADC Values and Calibrate Menus are only visible when powering up the unit and pressing the
Rotary Control). The text “CALIBRATE” will appear on the intro screen when entering this mode.
Warning: The Calibrate Menu is for technical personnel only. Changing any values in this menu may cause the instrument to display incorrect information, and may require the instrument to be returned to the factory for recalibration.
4.1 Exit Menu
Pressing the rotary control on this menu item will cause the GF-1 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
4.2 Display Setup
Move the highlight over the “DONE” menu item and press the rotary control to return to the main menu.
Select this menu option to adjust the display contrast.
Select this menu option to turn the backlight on or off.
Select your preferred language for the GF-1. English or French.
4.3 G-Force Setup
The G-force menu allows the user to adjust all the G-force related parameters
GF-1 Operating Manual Page 5
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu
Set the maximum G-force value that you would like the analog bar graph to display
Set the positive G-force limit above which the cycle counter should increment
This would typically be set to the maximum allowable G-force rating of your aircraft (positive Gforce)
The cycle count is retained if power is removed
Set the negative G-force limit above which the cycle counter should increment
This would typically be set to the maximum allowable G-force rating of your aircraft (negative Gforce)
The cycle count is retained if power is removed
This function allows a quick calibration of the Z-axis G-force sensor. You would typically use this function to set the G-force reading to exactly 1.0g (Earth’s gravity) in cases where the instrument is operated at temperature extremes (very hot or very cold). Temperature has a slight effect on the sensor and this function helps you to maintain best possible measurement accuracy should you operate at temperature extremes. In order to use this function, the instrument faceplate should be vertical to the Earth’s surface within 10 degrees.
Use up/down keys or the rotary control to increase or decrease the reading. Approximately four key presses are required for 0.1g. Ensure that the instrument is in fact exposed to a force of 1g (Earth’s gravity) in the vertical direction. Do not use this function in flight. Do not use this function if the instrument is more than 10 degrees from the vertical.
This menu option allows you to change the permanent maximum G-force values reset code. You will first be prompted to enter the current code followed by entering in a new code followed by reentering the new code. If the new code and the re-entered code is the same, then the maximum Gforce reset code is changed. Default code is 0000.
4.4 ADC Values
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item.
This menu displays the ADC values that have been read from the 2-axis G-force sensor
GF-1 Operating Manual Page 6
4.5 Calibrate
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item.
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu
Calibration procedure
:
The above 2 menu functions allow the unit to be calibrated using the Earth’s gravity as a reference. Follow the steps below when performing a calibration. The order of these steps is important:
Step one:
Place the instrument such that the faceplate is exactly vertical (normal operating orientation, normal side up as it would be installed in an aircraft). Select the Calibrate 1g menu option. You will see a message confirming the action.
Step two:
Place the instrument such that the faceplate is exactly horizontal with the display on top. If placed on a table, you would be looking down onto the display from above. Select the Calibrate 0g menu option. You will see a message confirming the action.
Step three:
Place the instrument in the vertical position again (same as in step one). Select the Calibrate 1g menu option again.
You have now calibrated both the horizontal and vertical G-force using Earth’s gravity as the reference.
5 Loading Factory default settings
Pressing and holding the F1 and F2 keys simultaneously on power up will cause the GF-1 to load preprogrammed factory default settings. The following screen will be displayed:
6 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean damp cloth.
Warning: The GF-1 is not waterproof. Serious damage could occur if the unit is exposed to water and/or spray jets.
GF-1 Operating Manual Page 7
7 GF-1 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
ADC
Dimensions
Enclosure
Weight
Non-volatile memory storage
G-force range
Maximum error over full range
Temperature drift
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection
Approx. 39mA @ 13.8V (backlight on) 10mA @13.8V (backlight off)
114x64 graphic LCD display. Contrast and backlight is user configurable, green/yellow backlight
12bit over sampled successive approximation
See Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 104 grams
100000 write cycles
+-10g typical
Less than 1% of full scale when operated at calibration temperature
0.002g / degree C or less
8 Installation
The instrument must be installed exactly horizontal (when viewed from the front) so the force sensor is correctly aligned with the yaw axis of the aircraft (Z axis). The faceplate alignment should be such that it is at less than +-20 degree tilt relative to the Z axis. The instrument is tolerant of sloped aircraft panels but in order to use the quick calibration function the slope relative to the Z axis should not exceed +-10 degrees. More acute slopes can be tolerated, but performance should be checked on an individual basis.
8.1 Connection Diagram
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The GF-1 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect G-force readings.
GF-1 Operating Manual
8.2 GF-1 DB9 Cable connections
DB 9 Pin
1
4
6
Color
Black
NC
Red
Page 8
Function
Ground
Airtalk communication (Not connected)
Used for firmware upgrading
8-30Vdc power
9 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labour. Shipping costs are for the account of the purchaser.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and/or sensors, and damage caused by inductive loads.
10 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without prior notice.
MAP-1
Manifold Pressure and RPM Indicator
Operating Manual – English 1.04
Introduction
The MAP-1 is a 2 1/4” instrument which can measure pressures in the range of 0.25 bars (3.6 PSI) to 2.5 bars (36.2 PSI) as well as simultaneously display RPM from a universal RPM input.
Pressure can be displayed in millibar, bar, PSI, kg/cm2, inches of Mercury, millimeters of Mercury, kilopascal (KPA) or atmospheres. The pressure display is also available in the form of an analog bar graph with user selectable sensitivity if the RPM input is not needed. The MAP-1 is primarily intended as a manifold pressure gauge, however, due to the universal nature of this accurate instrument it can be used for many other applications as well.
In addition the MAP-1 provides a 24 entry automatic flight log that stores the duration of each of the last 24 flights. It also has a Hobbs meter (can be set to the current engine time) which is password protected, an engine running timer/flight timer and a programmable maintenance timer to schedule routine engine maintenance.
The MAP-1 also features a programmable RPM low/high alarm for pressure as well as for RPM, a handy magneto check function to easy diagnose magneto problems as well as it records the maximum pressure and RPM reached in permanent memory.
Typical applications include:
Engine manifold pressure, turbo boost pressure, barometer, fuel or oil pressure gauge (with additional isolation kit), pressure reference or airfoil research and testing
1 Features
• Universal pressure and RPM indicator
• Can Measures RPM from 0 to 20000 RPM (0 to 100%)
• Can measure pressures in the range of 0.25 bars (3.6 PSI) to 2.5 bars (36.2 PSI)
• Pressure can be displayed in millibar, bar, PSI, kg/cm2, inches of Mercury, millimeters of Mercury, kilopascal (KPA) or atmospheres
• Contains a programmable low/high Pressure and RPM alarm
• Records maximum pressure and RPM reached in permanent memory
• Includes a 24 entry automatic flight log
• Includes a settable Hobbs meter (password protected) and an engine running timer/flight timer
• Contains a programmable maintenance timer for scheduled routine engine maintenance
• Scalable analog pressure bar graph
• Includes a magneto check function
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• Alarm output as well as a red LED illuminates when the alarm has been activated
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• 1 year limited warranty
MAP-1 Operating Manual
2 MAP-1 Layout
Page 2
LED Alarm:
The red LED will illuminate if the alarm set-points have been exceeded
Backlit Graphic LCD Display:
Contrast and backlight can be adjusted in the menu system
Harness:
Harness connects
to power
Up/F1 Button:
Up button in menu system
Start/Stop flight in normal mode
Down/F2 Button:
Down button in menu system
Magneto check function in normal mode
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise for up/down menu scrolling. During normal mode rotating the rotary control will display the maximum rpm and pressure reached.
3 Main Display
There are 3 main displays that can be setup on the MAP-1. The display can be setup to display both pressure and RPM or the pressure alone with either a horizontal or vertical bar graph.
Dual Pressure and RPM display
Hobbs Meter
Duration of flight since take-off
Digital RPM readout
Pressure units
Digital pressure readout
MAP-1 Operating Manual
Horizontal Pressure Only Mode
Digital pressure reading
Maximum pressure reached
Pressure units
Alarm upper limit
Alarm lower limit
Maximum pressure reached
Vertical Pressure Only Mode
Analog pressure indicator
Alarm upper limit
Maximum pressure reached
Alarm lower limit
Maximum pressure reached
3.1 Start/Stop Flight Display
Analog pressure indicator
Digital pressure reading
Pressure units
Page 3
Press the F1 key during the normal display mode to manually start/stop a flight. This key is only active if the MAP-1 is setup to select the manual flight option under the “FLIGHT LOG” setup menu.
MAP-1 Operating Manual Page 4
3.2 Magneto check function
Press the F2 key once you have reached your normal run-up RPM. The display will show the RPM deviation from when the magneto function was activated. Any
RPM drops will be displayed as a negative RPM value, a positive reading indicates an increase in RPM.
Switch the mag to left or right. The MAP-1 should display a negative (drop in) RPM.
Then switch the mags to “Both”. The MAP-1 reading should go back to zero or near zero. A problem should show up as an excessive drop in one mag and the return to zero or close to zero incorrectly.
The MAP-1 will return to the normal display after 60 seconds or if any key is pressed. The analog bar graph will still continue to show the proper RPM.
3.3 Reset Maximum values display
This display can be accessed by rotating the rotary control during normal operation. Pressing the F1 key will reset the maximum values to the current pressure value. Pressing any other key will cause the MAP-1 to return to the normal display mode. To avoid false recordings, the maximum values function is only activated 10 seconds after the instrument has powered up.
Note: The permanent maximum values are stored in non-volatile memory and are recalled on power-up.
4 Menu System
Pressing the rotary control button during the normal display mode will cause the MAP-1 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system.
MAP-1 Operating Manual Page 5
Note: (ADC Values and Calibrate Menus are only visible when powering up the unit and pressing the
Rotary Control). The text “CALIBRATE” will appear on the intro screen when entering this mode.
Warning: The Calibrate Menu is for technical personnel only. Changing any values in this menu may cause the instrument to display incorrect information, and may require the instrument to be returned to the factory for recalibration.
4.1 Exit Menu
Pressing the rotary control on this menu item will cause the MAP-1 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
4.2 Flight Log
Select whether the instrument should detect the start and end of flights automatically or if you would like to do this manually. We recommend you select automatic flight detect. With automatic flight detection, flights will start logging when the engine RPM is above the take-off limit. A flight is considered ended when the engine RPM is less the RPM take-off limit for more then 30 seconds.
Move the highlight over the “DONE” option and press the rotary button to return to the main menu.
Select this function to view the flight log. The flight log contains the duration of each of the last 24 logged flights. Duration is displayed in hours and minutes.
Eight flights are displayed at a time. Use the up/down or the rotary control to navigate through the log. Empty log entries are shown as “-----“.
Note: You cannot select this function while a flight is in progress.
Pressing the F1 key will erase all the flight log entries.
Select whether you want the MAP-1 to automatically detect a flight or whether the pilot must press the F1 key to start/stop a flight. We recommend you select automatic flight detection.
This menu option is only shown if the “detect” flight mode is selected. Enter the engine RPM take-off threshold that you want a flight log entry to start.
MAP-1 Operating Manual
4.3 Display Setup
Page 6
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu
Select this menu option to adjust the display contrast
Select this menu option to turn the backlight on or off
Select the display mode of the main display, the analog bar graph can be either horizontal or vertical. This menu option is only shown if the RPM display is turned off.
4.4 Hobbs Meter
Move the highlight over the “DONE” menu option and press the rotary button to return to the main menu.
Enter the RPM limit in which the Hobbs meter/Maintenance timer must start counting.
This function allows you to set the engine Hobbs meter to any value. Typically, you would use this function to set the Hobbs meter to the current known engine time. Use the up/down or the rotary control to change the value. Press the rotary control to accept and exit the menu option. If the Hobbs code is set to another value beside zero, then the pilot will be prompted to enter the Hobbs
access code before allowing him to change the Hobbs time. This feature is
useful for charted and flying school planes.
This function allows you to set an engine maintenance timer. This timer is set in engine hours and it will count down to zero when the engine RPM is greater then the Hobbs RPM limit. A good use for this function is to set the hours until your next spark plug change or engine inspection. Use the up/down or the rotary control to change the value. Press the rotary control to accept and exit
the menu option.
MAP-1 Operating Manual Page 7
Select if you would like the hour to be displayed in decimal fractions (0-99) or minutes (0-59).
This setting influences the current flight time display and the flight log.
This menu option allows you to change the Hobbs access code. You will first be prompted to enter the current code followed by entering in a new code followed by re-entering the new code. If the new code and the re-entered code is the same, then the Hobbs access code will be changed. Default
code is 0000.
4.5 RPM Setup
All the RPM related settings can be setup here.
Move the highlight over the “DONE” menu option and press the rotary button to return to the main menu.
Select wether to use the RPM display or not. If off is selected then only the pressure display will be shown.
Select whether you want the MAP-1 to display the actual RPM or to display RPM as a percentage of the 100% RPM value. Use the actual RPM display to initially setup the MAP-1, once you are satisfied that your calibration is correct, then swap over to the factor display.
Display in Percentage mode
Select the RPM that corresponds to a 100% power setting on your turbine. Note: you can adjust
this value slightly if you are running out of calibration resolution for the “PULSE/REV” setting and
still need to coincide with the 100 percent setting.
Display in RPM mode
Select the maximum value that you want the RPM analog bar graph display to show. This can give
you increased display resolution. This value is used in in the filter calculations. See filter scale below
for more information.
MAP-1 Operating Manual
Setups for both modes
Select whether you want the RPM low alarm to be turned on or off.
Page 8
Enter the RPM alarm activation threshold. Any RPM value below this value will activate the alarm.
Select whether you want the RPM high alarm to be turned on or off.
Enter the RPM alarm activation threshold. Any RPM value above this value will activate the alarm.
Enter the number of pulses per RPM. For engines with an uneven number of cylinders like three cylinder four stroke engines you can enter values containing fractions (usually 1.5 in this example). Most four stroke engines would generate one pulse for every two revolutions per cylinder. A four cylinder automotive four stroke engine would thus generate 2 pulses per revolution. A typical Rotax DCDI two stroke engine would generate 6 pulses per revolution. The well known Rotax 912/914 engine generates one pulse per revolution.
PULSE: The MAP-1 counts pulses from the engine for ½ second period (fast frequency input).
TIME: The MAP-1 uses the time between pulses to calculate revs (slow frequency input).
Typical setups:
Rotax 503,582 DCDI – Pulse (Fast frequency) (6 pulses per revolution)
Rotax 503 single ignition, Rotax 912/914 – Time (Slow frequency) (one pulse per revolution)
Gyro Rotor RPM with gear tooth sensor - Pulse (Fast frequency) (about 100 pulses per revolution)
Gyro Rotor RPM with single hall-effect sensor – Time (Slow frequency) (one pulse per revolution)
Helicopter Rotor RPM with single hall-effect sensor – Time (Slow frequency) (one pulse per revolution)
The MAP-1 unit contains a digital filter. This filter is used to achieve a higher resolution of the digital rev counter than is available in ordinary operation. In digital rev counters, resolution is largely defendant on the amount of time given to measure RPM. The more time that is available, the higher the resolution will be. However, on the downside of this, the more sluggish the display will react to changes in engine settings. Resolution with the MAP-1 is dependent on the number of pulses per rev and the type of measurement method you have selected (Pulse Fast/Slow). The update rate for the measurement is a fixed, fast 0.5 seconds. The digital filter is activated whenever input revs are fairly constant and this results in a very high resolution of the digital RPM display in a short time span. The filter needs to be setup for the expected base resolution. This can be between 10 and 30 RPM for most setups. The filter has the following settings:
SPAN -The setting is made dependent on your “SPAN” selection from 500 to 20000 RPM. The filter factor is fixed as follows:
Span 500 – 10 RPM
Span 1000 – 20 RPM
Span 1500 – 30 RPM
Span 2000 – 40 RPM
Span 2500 – 50 RPM
Span 10000 – 200 RPM
Span 10500 – 210 RPM
Span 11000 – 220 RPM
Span 11500 – 230 RPM
Span 12000 – 240 RPM
MAP-1 Operating Manual Page 9
Span 3000 – 60 RPM
Span 3500 – 70 RPM
Span 4000 – 80 RPM
Span 4500 – 90 RPM
Span 5000 – 100 RPM
Span 5500 – 110 RPM
Span 6000 – 120 RPM
Span 6500 – 130 RPM
Span 7000 – 140 RPM
Span 7500 – 150 RPM
Span 8000 – 160 RPM
Span 8500 – 170 RPM
Span 9000 – 180 RPM
Span 9500 – 190 RPM
Span 12500 – 250 RPM
Span 13000 – 260 RPM
Span 13500 – 270 RPM
Span 14000 – 280 RPM
Span 14500 – 290 RPM
Span 15000 – 300 RPM
Span 15500 – 310 RPM
Span 16000 – 320 RPM
Span 16500 – 330 RPM
Span 17000 – 340 RPM
Span 17500 – 350 RPM
Span 18000 – 360 RPM
Span 18500 – 370 RPM
Span 19000 – 380 RPM
10,20,30,40,50,60,70,80,90,100 – The filter factor can be set to any of these values independent of your “SPAN” selection. Choose a filter setting that results in a smooth, high resolution RPM display. A filter setting too low for your setup will result in a “jumpy” display. RPM display will change at your base resolution and no smoothing will happen.
Choose the lowest setting that will result in a smooth display for greatest sensitivity of the reading.
4.6 Pressure Setup
All the pressure related settings can be setup here.
Move the highlight over this menu item and press the rotary button to return to the main menu.
Select the maximum value that you want the analog bar graph to display.
Select this function to “ON” if you want the bar graph display to show the upper half of the pressure range only.
Select whether you want the low pressure alarm to be turned on or off.
Enter the low pressure alarm activation set-point. Any pressure below this value will activate the alarm.
Select whether you want the high pressure alarm to be turned on or off.
Enter the high pressure alarm activation set-point. Any pressure above this value will activate the alarm
MAP-1 Operating Manual Page 10
Select if your want to apply a digital filter to the signal received from the pressure sensor
Off: The value shown is the mean pressure calculated from a total of 2000 samples taken in the last
0.5 seconds
Fast: The value shown is filtered using a digital filter with a fast time constant. The filter is weighted such that new readings have a greater weighting than historical values. Time constant for this filter is approximately 2 seconds
Slow: Similar to the fast filter, this option chooses a slower filter response with a time constant of approximately 4 seconds
Select the pressure display units. The MAP-1 can display pressure in millibar, bar, PSI, kg/cm2,
inches of Mercury, millimeters of Mercury, kilopascal (KPA) or atmospheres. The highest resolution
can be obtained by setting the unit to millibars.
4.7 ADC Values
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item.
This menu displays the ADC values that have been read from the pressure sensor
4.8 Calibrate
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item. Consult your local dealer or factory before entering this menu.
Move the highlight over this menu item and press the rotary button to return to the main menu
Adjust the value until the MAP-1 pressure matches the atmospheric pressure of a calibrated barometric reference. Note that the pressure port of the MAP-1 must be exposed to the same atmospheric pressure as the calibrated barometer when calibrating the MAP-1.
5 Loading Factory default settings
Pressing and holding the F1 and F2 keys simultaneously on power up will cause the MAP-1 to load preprogrammed factory default settings. The following screen will be displayed:
MAP-1 Operating Manual Page 11
6 Operating the alarms
If the alarm is activated, the corresponding item on the display will flash. At the same time the externally available alarm switch will close. The switch will remain closed until any button is pressed to acknowledge the alarm or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator.
The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
7 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The MAP-1 is not waterproof. Serious damage could occur if the unit is exposed to water and/or spray jets.
8 MAP-1 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
ADC
Dimensions
Enclosure
Weight
Alarm contact current rating
Non-volatile memory storage
Pressure range
Maximum error over full range
Never exceed pressure
Rev counter input
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection
Approx. 43mA @ 13.8V (backlight on) 13mA @13.8V (backlight off)
114x64 graphics LCD display. Contrast and backlight is user configurable, green/yellow backlight
12bit over sampled successive approximation see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 120 grams
Open collector transistor switch to ground. Maximum rating 0.5A DC
100000 write cycles
Absolute, 0.25 bars to 2.5 bars
Less than 1% of full scale when operated at calibration temperature
5 bars
Range: 0-20000 RPM.
Minimum signal for stable display: 5Vpp.
Fully A/C coupled, maximum voltage +/- 40V.
RF noise filter plus Schmitt-trigger based input
MAP-1 Operating Manual Page 12
9 Installation
Pressure Installation
Standard polyester or silicon hosing with an inside diameter of 3-4mm is suitable as pressure hosing. For high pressure applications the hose should be clamped onto the connector to avoid it slipping off due to expansion of the hose. For applications where a pressure leak may prove troublesome, such as a typical engine manifold application, a restrictor valve should be inserted into the hose so that only very little gas leakage will be present in a case of failure or if the instrument is removed with the engine running. For applications where liquid pressure is to be measured, it must be ensured that the liquid is compatible with fluoro silicon. Fuel is NOT compatible. If in doubt, install an isolation kit. A suitable liquid that can be used to transfer the pressure is ordinary anti-freeze as used in cars.
RPM Setup
After you have connected the rev counter terminal to the signal source you need to set the number of pulses per revolution under the “RPM SETUP” menu. The calibration itself depends on your engine type and what kind of signal you are using. Typical sources are:
• Magneto coils (suitable signal at the kill switch)
• Primary (low voltage) side of ignition coil, at contact breaker or electronic ignition module
• RPM counter output of electronic ignition systems (for example Bosch Motronic)
• RPM pickup devices such as hall-effect sensors on flywheels etc.
Installation of the MAP-1 is quite straight forward in most cases. The drawing in section 11.2 shows a typical MAP-1 installation. Please see the engine connection diagrams for the RPM connection to the MAP-1. The MAP-1 input is quite universally usable. The rev counter input on the MAP-1 can be used with signals from about 5Vpp to as much as 100Vpp and the input is AC coupled for easy installation. A noise filter is included that results in the input ignoring any noise signals as long as this is below the detection threshold of about 2.5Vpp. The input impedance of the rev counter input is approximately 10Kohm. You can use series resistors as well as load resistors for applications that have unusual signals.
For installations such as with the Rotax DCDI two-stroke engines, the rev counter input is simply connected to the grey rev counter wire from the engine. These engines produce six pulses per rev (set this up in the relevant menu item). Most engines produce 0.5, 1 or 2 pulses per revolution. This needs to be setup in the “RPM SETUP” menu item.
Please note: The +5V supply line is unprotected and intended only for the supply of a hall-effect , optical or gear tooth sensors. Connecting any voltages (such as the 12V supply) to this line could destroy the instrument. The +5V line may supply currents of up to 30mA. Should your sensor require greater currents you must supply it from another source.
Please note: It is essential that a single wire be connected from the minus terminal of the instrument to the engine block. This wire must not be used to share currents with other electrical users as this can affect accuracy of readings.
9.1 MAP-1 DB9 Cable connections
DB 9 Pin
1
4
Color
Black
NC
7
9
5
6
Blue
Red
Brown
White
Function
Ground
Airtalk communication (Not connected)
Used for firmware upgrading
RPM input
8-30Vdc power
+5VDC Power Out
Alarm Output
MAP-1 Operating Manual Page 13
9.2 Adjusting RPM sensitivity
The MAP-1 has a sensitivity adjustment trimmer as shown in the picture below. Adjust this trimmer using a small screwdriver such that you get stable RPM readings over the entire rev band of your engine. If your sensitivity is too high, you may get unstable RPM readings (usually at higher RPM as electrical noise in the ignition system increases). If the sensitivity is too low the RPM reading may remain at zero.
9.3 MAP-1 General Connection Diagram
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The MAP-1 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect readings.
MAP-1 Operating Manual
9.4 Connecting the MAP-1 to automotive engines
Conventional contact breaker ignition system
Page 14
Use the tacho line if your system has such a signal
Connect rev counter input of
MAP-1 to this line. Ensure you have a connection from the MAP-1 ground to the engine block.
Connect rev counter input of MAP-1 to this line. Ensure you have a connection from the
MAP-1 ground to the engine block.
Electronic ignition system with conventional ignition coil
MAP-1 Operating Manual
9.5 Connecting the MAP-1 to a 2 stroke Rotax engine
Typical connection in case of a Rotax two stroke engine with Ducati dual ignition:
Page 15
The follow values must be used for the pulses per revolution under the “RPM SETUP” menu.
Rotax 503,582,618 DCDI - value 6.0
Rotax 912,914 - value 1.0
Note: Some Rotax engines may require that a 220 ohm ballast resistor is fitted between the rev counter input and the ground terminal. This resistor should be fitted if you cannot obtain stable
RPM throughout the range regardless of any setting of the rev counter sensitivity adjustment.
MAP-1 Operating Manual
9.6 Connecting the MAP-1 to a Rotax 912/914
Page 16
Connect the rev counter wires (blue/yellow and white/yellow) as follows: One of the two wires needs to be connected to ground (engine block), the other to the RPM counter input. For this engine we recommend that you use the supplied 220 ohm ballast resistor. Select a value of 1.0 for pulses per revolution under the “RPM SETUP” menu.
MAP-1 Operating Manual
9.7 Connecting a Bendix magneto as a RPM source
Page 17
The above drawing shows the connection required if you would like to connect a magneto as RPM source. Shown is a typical Bendix magneto as used on Lycoming and other aircraft engines. You should find a wire connected to a terminal on the magneto that originates from your magneto kill switch (or starter switch). The terminal is often referred to as a “Pterminal”. Connect a wire as shown and connect this to the RPM input of the MAP-1. We strongly recommend that a resistor is inserted into your wire as shown. A good value would be 10.000 ohms (10K). A normal 1/4 W resistor is just fine. The above circuit can also be used on other magneto systems such as found on Jabiru and similar engines.
The supplied 220 Ohm ballast resistor should not be used on the above installation.
MAP-1 Operating Manual
9.8 Various other pickup/sensor installation possibilities
Page 18
Typical hall effect sensor installation detects the passing of a magnet suitably fixed to prop flanges or shafts.
The gear tooth sensor is a popular pickup used on the pre-rotation gear of a gyro plane (rotor speed indication).
The optical reflective pickup can provide a simple means of contactless RPM sensing in difficult installations.
9.9 Pressure Port Dimensions
A
B
Min
0.182
Inches
Max
0.194
0.420
0.440
Millimeters
Min
4.62
Max
4.93
10.67
11.18
MAP-1 Operating Manual Page 19
10 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labour. Shipping costs are for the account of the purchaser.
Pressure sensor damage as a result of applying aggressive or otherwise incompatible gas or liquid to the internals of the pressure sensor is excluded from warranty.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and/or sensors, and damage caused by inductive loads.
11 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without prior notice.
ALT-1
ALT-2
ASI-1
ASX-1
AV-1
BAT-1
E-3
FF-1
GF-1
MAP-1
RV-1
RV-2
RTC-2
TC-1
TP-1
Other instruments in the Stratomaster Infinity series
Precision encoding altimeter and vertical speed indicator
Precision encoding altimeter and vertical speed indicator with a serial RS232 transponder output
Airspeed indicator (ASI) with automatic flight log
Encoding aviation altimeter with serial output and airspeed indicator (ASI)
Artificial horizon and magnetic compass indicator
Battery voltage and current monitor
Universal engine monitor
Fuel Computer (single or dual fuel tanks)
+-10G tilt compensated dual range G-force meter
Manifold pressure and RPM Indicator
Universal engine RPM and rotor RPM Indicator
Universal turbine RPM / RPM factor display
Aviation real time clock (RTC) and outside air temperature (OAT) display
4-Channel thermocouple indicator
Universal temperature and pressure gauge
RTC-2
Aviation UTC Real Time Clock and
OAT display
Operating Manual – English 1.06
Introduction
The RTC-2 is a 2 1/4” aviation Real Time Clock featuring a two time zone system, stopwatch, countdown timer, alarm and
OAT (Outside Air Temperature) display. It is primarily intended to show UTC time (also known as Greenwich Mean Time,
GMT or Zulu time) together with a local time to facilitate ordinary ATC time reporting.
Each time zone may be programmed with an additional hour offset to allow for summer time or similar variances. Local offsets may be added or subtracted. Stopwatch and timers can be operated simultaneously to a programmable alarm, making the RTC-2 particularly suitable for sport flying competitions. OAT can be shown in either degrees Celsius or degrees Fahrenheit. Time is maintained by an internal lithium battery which can be replaced by the user.
1 Features
• Features a 2 time zone system, stopwatch, countdown timer, alarm and OAT (outside air temperature) display
• Stopwatch and timers can operate simultaneously to a programmable alarm
• Local time offsets can be added or subtracted e.g. summer time or similar variances
• OAT can be shown in degrees Celsius or degrees Fahrenheit
• Records maximum and minimum OAT in permanent memory
• Replaceable lithium battery
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• Alarm output as well as a red LED that illuminates when the alarm has been activated
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• 1 year limited warranty
RTC-2 Operating Manual
2 RTC-2 Layout
Backlit Graphic LCD Display:
Contrast and backlight can be adjusted in the menu system
Page 2
LED Alarm:
The red LED will illuminate if the alarm is activated or any of the timers have been reached
Harness:
Harness connects to power and OAT sender
Up/F1 Button:
Up button in menu system
Various functions in normal mode:
Time Display: Increase time zone
Stopwatch: Start/Stop
Countdown Timer: Start/Stop
Alarm: Enable/Disable
OAT: Reset Max/Min values
Down/F2 Button:
Down button in menu system
Various functions in normal mode:
Time Display: Decrease time zone
Stopwatch: Zero time
Count down Timer: Load preset time
Alarm: Enable/Disable
OAT: Reset Max/Min values
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system.
Rotate anti/clockwise for up/down menu scrolling. During normal mode the rotary control is used to scroll through the various display screens.
3 Main Display
There are 5 main displays that can be setup to be displayed on the RTC-2: UTC time, stopwatch, countdown timer, alarm and OAT display.
3.1 UTC Time
UTC display showing two independent time zones. The top display is normally used to display UTC time but this can be changed using the “Main Time Zone” selection
Main time zone
Local time zone
Press the F1 key to change the local time zone
Press the F2 key to change the local time zone
RTC-2 Operating Manual Page 3
3.2 Stopwatch
This screen shows the stopwatch. The stopwatch can be started and stopped at any time and reset to zero.
Main time zone
Indicates that the stopwatch is running
Press the F1 Key to Start/Stop the stopwatch
Press the F2 key to reset the stopwatch time to zero
3.3 Countdown Timer
This screen shows the countdown timer. The timer is loaded from a preset value that can be adjusted in the menu. Once loaded, the timer can be started and counts down. It can be stopped and restarted at any time.
Main time zone
Indicates that the countdown timer is running
Press the F1 Key to
Start/Stop the timer
Press the F2 key to load the preset time
3.4 Alarm
This screen shows the alarm time. The alarm time is set in the menu.
Main time zone
Indicates that the alarm is enabled
Press the F1 or F2 key to enable/disable the alarm
RTC-2 Operating Manual Page 4
3.5 OAT Display
This screen shows the OAT (Outside Air Temperature) value. The OAT can be setup in the menu to be displayed in either degrees Fahrenheit (ºF) or in degrees Celcius (ºC).
Main time zone
Outside air temperature
(OAT) value
OAT temperature unit
Press the F1 or F2 keys to reset the max/min temperature values
Min OAT temperature
Max OAT temperature
OAT Maximum/Minimum reset
Press the F1 or F2 keys during the OAT display to reset the maximum/minimum temperature values to the current OAT temperature. To avoid false recordings, the maximum/minimum OAT function is only activated 10 seconds after the instrument has powered up.
Note: The permanent maximum values are stored in non-volatile memory and are recalled on power-up.
4 Menu System
Pressing the rotary control button during the normal display mode will cause the RTC-2 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system.
RTC-2 Operating Manual Page 5
Note: (ADC Values and Calibrate Menus are only visible when powering up the unit and pressing the
Rotary Control). The text “CALIBRATE” will appear on the intro screen when entering this mode.
Warning: The Calibrate Menu is for technical personnel only. Changing any values in this menu may cause the instrument to display incorrect information, and may require the instrument to be returned to the factory for recalibration.
4.1 Exit Menu
Pressing the rotary control on this menu item will cause the RTC-2 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
4.2 Display Setup
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu
Select this menu option to adjust the display contrast
Select this menu option to turn the backlight on or off
Select whether you want the OAT to be displayed in degress Fahrenheit (ºF) or in degrees Celcius
(ºC)
4.3 Preset Timer
Enter the timer preset value. This is the value that is loaded into the timer when you perform a timer load. The timer counts down to zero when started, starting from this value. When zero is reached the alarm is activated.
RTC-2 Operating Manual
4.4 Set Alarm
Enter the local time that will activate the alarm
Note: Alarms are based on the time of your selected local time zone
4.5 Time Setup
Page 6
Move the highlight over the “DONE” menu item and press the rotary button to return to the main menu
This function is used to set the internal real time clock. The time to be entered must be UTC in order for the system to operate correctly. Do not enter local time (unless it is the same as UTC).
UTC is the same as Greenwich Mean Time (GMT) or Zulu time.
Select the main time zone that is to be displayed on the top section of the display. Normally this would be set to UTC.
Each of the time zones can be individually modified by adding or subtracting one or more hours from its ordinary time. Offsets can range from –12 to +12 hours. For normal operation of the time zone this value should be set to zero.
Use the F1 and F2 keys to select the time zone to change. Use the rotary control to edit the menu items hour and minute of the offset.
4.6 ADC Values
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item.
This menu displays the ADC value that has been read from the temperature sensor.
RTC-2 Operating Manual Page 7
4.7 Calibrate
Note: This menu item is for technical personnel only, and is not displayed during the normal operation of the instrument. Please see section 4 above on how to access this menu item. Consult your local dealer or factory before entering this menu.
Move the highlight over this menu item and press the rotary button to return to the main menu
The RTC-2 is calibrated in degrees Celcius. The RTC-2 is calibrated at the factory using a precision laboratory thermometer. If recalibration is required then adjust the value using the up/down keys or the rotary control until the temperature matches the reference ambient temperature. The RTC-2 is now calibrated.
5 Loading Factory default settings
Pressing and holding the F1 and F2 keys simultaneously on power up will cause the RTC-2 to load preprogrammed factory default settings. The following screen will be displayed:
6 Operating the alarms
If the alarm is activated, the corresponding item on the display will flash. At the same time the externally available alarm switch will close. The switch will remain closed until any button is pressed to acknowledge the alarm or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator.
The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
7 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The RTC-2 is not waterproof. Serious damage could occur if the unit is exposed to water and/or spray jets.
RTC-2 Operating Manual Page 8
8 RTC-2 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
ADC
Dimensions
Enclosure
Weight
Alarm contact current rating
Non-volatile memory storage
Ambient Temperature Sender type
Internal battery type
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection
Approx. 40mA @ 13.8V (backlight on) 10mA @13.8V (backlight off)
114x64 graphic LCD display. Contrast and backlight is user configurable, green/yellow backlight
12bit over sampled successive approximation see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 134 grams
Open collector transistor switch to ground. Maximum rating 0.5A DC
100000 write cycles
Semiconductor LM335 (National Semiconductor)
CR2032
9 Installation
9.1 Connection Diagram
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The RTC-2 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect temperature readings.
RTC-2 Operating Manual
9.2 RTC-2 DB9 Cable connections
DB 9 Pin
1
2
4
6
9
Color
Black
Orange
NC
Red
White
Page 9
Function
Ground
OAT Sensor
Airtalk communication (Not connected)
Used for firmware upgrading
8-30Vdc power
Alarm Output
10 Changing the internal battery
The RTC-2 uses an internal Lithium battery to supply power to run the internal clock. If you find the RTC-2 looses time when you switch off main power you should replace the battery. This battery is of type CR2032. It is used in many calculators and similar equipment and is easy to obtain. Remove the 2 securing nuts next to the DB-9 connector and remove the unit from its enclosure. The battery holder is located on the circuit board behind the display. Observe correct polarity when installing a new battery. The side marked “+” will be viewable once the battery is inserted.
11 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been misused or manhandled. Warranty is limited to the replacement of faulty components and includes the cost of labour. Shipping costs are for the account of the purchaser.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and/or sensors, and damage caused by inductive loads.
12 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.
RTC-2 Operating Manual Page 10
ALT-1
ALT-2
ASI-1
ASX-1
AV-1
BAT-1
E-3
FF-1
GF-1
MAP-1
RV-1
RV-2
RTC-2
TC-1
TP-1
Other instruments in the Stratomaster Infinity series
Precision encoding altimeter and vertical speed indicator
Precision encoding altimeter and vertical speed indicator with a serial RS232 transponder output
Airspeed indicator (ASI) with automatic flight log
Encoding aviation altimeter with serial output and airspeed indicator (ASI)
Artificial horizon and magnetic compass indicator
Battery voltage and current monitor
Universal engine monitor
Fuel Computer (single or dual fuel tanks)
+-10G tilt compensated dual range G-force meter
Manifold pressure and RPM Indicator
Universal engine RPM and rotor RPM Indicator
Universal turbine RPM / RPM factor display
Aviation real time clock (RTC) and outside air temperature (OAT) display
4-Channel thermocouple indicator
Universal temperature and pressure gauge
RV-1
Universal engine RPM and rotor RPM indicator
Operating Manual – English 1.10
Introduction
The RV-1 universal engine RPM and rotor RPM unit is a 2 1/4” instrument providing a universal RPM counter that can be adapted to a variety of roles. Typical uses are engine RPM displays or helicopter and gyroplane rotor RPM displays.
The RV-1 displays RPM in a digital readout as well as in a scalable analog bar graph display. In addition the RV-1 provides a 24 entry automatic flight log that stores the duration of each of the last 24 flights. It also has a Hobbs meter
(can be set to the current engine time) which is password protected, an engine running timer/flight timer and a programmable maintenance timer to schedule routine engine maintenance.
The RV-1 also features a programmable RPM low/high alarm, a handy magneto check function to easy diagnose magneto problems as well as it records the maximum RPM reached in permanent memory.
1 Features
• Measures RPM from 0 to 20000 RPM
• Includes a 24 entry automatic flight log
• Includes a settable Hobbs meter (password protected) and an engine running timer/flight timer
• Contains a programmable low / high RPM alarm
• Contains a programmable maintenance timer for scheduled routine engine maintenance
• Records maximum RPM reached in permanent memory
• Scalable analog bar graph indicating RPM
• Includes a magneto check function
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• External alarm output as well as a red LED illuminates when the alarm has been activated
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• 1 year limited warranty
RV-1 Operating Manual
2 RV-1 Layout
Page 2
LED Alarm:
The red LED will illuminate if the RPM set point has been exceeded
Backlit Graphic LCD Display:
Contrast and backlight can be adjusted in the menu system
Harness:
Harness connects to power
Up/F1 Button:
Up button in menu system
Start/Stop flight in normal mode
Down/F2 Button:
Down button in menu system
Adjust contrast setting in normal
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise for up/down menu scrolling. During normal mode rotating the rotary control will display the permanent memory maximum recorded RPM.
3 About RPM Measurements
Generally, there are two different methods of measuring RPM. The RV-1 unit can be setup to perform either method. The first method involves counting pulses generated by some device in the engine or from a sensor in case of Rotor RPM.
Pulses are counted over a period of time and the result is then used to calculate RPM. This method requires a high number of pulses and a short measurement interval. The RV-1 counts pulses for ½ second. This method is suitable for most two stroke engines such as produced by Rotax.
Engines producing few pulses (perhaps only one pulse per revolution) and run at low revs, as well as slow turning rotors require a different method. Here the RV-1 can use the time it takes to generate only two pulses as bases for the RPM calculation. The particular method to be used and the number of pulses per revolution are entered as part of the RV-1 setup as given below.
RV-1 Operating Manual Page 3
4 Main Display
The RV-1 can be configured to display RPM or as a factor in percent relative to a value that can be entered into the unit.
Hobbs Meter
Duration of flight since take-off
Analog RPM display
Duration of flight since take-off
Digital RPM percentage readout
Analog RPM display
Maximum RPM reached marker
Hobbs Meter
RPM alarm
Digital RPM readout
Maximum RPM reached marker
RPM alarm
4.1 Start/Stop Flight Display
Press the F1 key during the normal display mode to manually start/stop a flight. This key is only active if the RV-1 is setup to select the manual flight option under the “FLIGHT LOG” setup menu.
RV-1 Operating Manual Page 4
4.2 Magneto check function
Press the F2 key once you have reached your normal run-up RPM. The display will show the RPM deviation from when the magneto function was activated. Any RPM drops will be displayed as a negative RPM value, a positive reading indicates an increase in RPM.
Switch the mag to left or right. The RV-1 should display a negative (drop in) RPM. Then switch the mags to “Both”. The RV-1 reading should go back to zero or near zero. A problem should show up as an excessive drop in one mag and the return to zero or close to zero incorrectly.
The RV-1 will return to the normal display after 60 seconds or if any key is pressed. The analog bar graph will still continue to show the proper RPM.
4.3 Maximum RPM Display
This display can be accessed by rotating the rotary control either clockwise or anticlockwise during the normal display mode. Pressing the F1 key again will reset the maximum RPM to the current RPM. Pressing any other key will cause the
RV-1 to resume to the normal display mode. To avoid false recordings, the maximum RPM function is only activated 10 seconds after the instrument has powered up.
Note: The permanent maximum values are stored in non-volatile memory and are recalled on power-up.
5 Maintenance Timer
The purpose of this function is to assist you in determining remaining hours until maintenance will be required. It is not intended as a replacement for the aircraft's maintenance log. It is therefore important that the aircraft's maintenance log be maintained in the normal manner. You should further use your own discretion in performing maintenance earlier than indicated should any aircraft performance problems arise.
A maximum of 999 hours can be entered as a maintenance interval. The RV-1 will deduct actual engine running time from the maintenance interval hours as set and will display the reminder message on startup when zero hours are remaining.
The reminder message will automatically disappear after 5 seconds or if the pilot presses any key. Engine running time for the purpose of the maintenance timer is defined as the run time where the engine RPM is greater than the preset RPM for the Hobbs meter.
RV-1 Operating Manual Page 5
6 Menu System
Pressing the rotary control button during the normal display mode will cause the RV-1 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system.
6.1 Exit Menu
Pressing the rotary control on this menu item will cause the RV-1 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
6.2 Flight Log
Select whether the instrument should detect the start and end of flights automatically or if you would like to do this manually. We recommend you select automatic flight detect. With automatic flight detection, flights will start logging when the engine RPM is above the take-off limit. A flight is considered ended when the engine RPM is less the RPM take-off limit for more then 30 seconds.
Move the highlight over the “DONE” option and press the rotary button to return to the main menu.
Select this function to view the flight log. The flight log contains the duration of each of the last 24 logged flights. Duration is displayed in hours and minutes.
Eight flights are displayed at a time. Use the up/down or the rotary control to navigate through the log. Empty log entries are shown as “-----“.
Note: You cannot select this function while a flight is in progress.
Pressing the F1 key will erase all the flight log entries.
RV-1 Operating Manual Page 6
Select whether you want the RV-1 to automatically detect a flight or whether the pilot must press the
F1 key to start/stop a flight. We recommend you select automatic flight detection.
This menu option is only shown if the “detect” flight mode is selected. Enter the engine RPM take-off threshold that you want a flight log entry to start.
6.3 Display Setup
Move the highlight over the “DONE” menu option and press the rotary button to return to the main menu.
Select this menu option to adjust the display contrast.
Select this menu option to turn the backlight on or off.
6.4 Hobbs Meter
Move the highlight over the “DONE” menu option and press the rotary button to return to the main menu.
Enter the RPM limit in which the Hobbs meter/Maintenance timer must start counting.
This function allows you to set the engine Hobbs meter to any value. Typically, you would use this function to set the Hobbs meter to the current known engine time. Use the up/down or the rotary control to change the value. Press the rotary control to accept and exit the menu option. If the Hobbs code is set to another value beside zero, then the pilot will be prompted to enter the Hobbs
access code before allowing him to change the Hobbs time. This feature is
useful for charted and flying school planes.
RV-1 Operating Manual Page 7
This function allows you to set an engine maintenance timer. This timer is set in engine hours and it will count down to zero when the engine RPM is greater then the Hobbs RPM limit. A good use for this function is to set the hours until your next spark plug change or engine inspection. Use the up/down or the rotary control to change the value. Press the rotary control to accept and exit
the menu option.
Select if you would like the hour to be displayed in decimal fractions (0-99) or minutes (0-59).
This setting influences the current flight time display and the flight log.
This menu option allows you to change the Hobbs access code. You will first be prompted to enter the current code followed by entering in a new code followed by re-entering the new code. If the new code and the re-entered code is the same, then the Hobbs access code will be changed. Default
code is 0000.
6.5 RPM Setup
All the RPM related settings can be setup here.
Move the highlight over the “DONE” menu option and press the rotary button to return to the main
menu.
Select whether you want the RV-1 to display the actual RPM or to display RPM as a percentage of the 100% RPM value. Use the actual RPM display to initially setup the RV-1, once you are satisfied that your calibration is correct, then swap over to the factor display.
Display in Percentage mode
Select the RPM that corresponds to a 100% power setting on your turbine. Note: you can adjust this value slightly if you are running out of calibration resolution for the “PUL/REV” setting and still need to coincide with the 100 percent setting.
Display in RPM mode
Select the maximum value that you want the RPM analog bar graph display to show. This can give
you increased display resolution.
RV-1 Operating Manual
Setups for both modes
Select whether you want the RPM low alarm to be turned on or off.
Page 8
Enter the RPM alarm activation threshold. Any RPM value below this value will activate the alarm.
Select whether you want the RPM high alarm to be turned on or off.
Enter the RPM alarm activation threshold. Any RPM value above this value will activate the alarm.
Enter the number of pulses per RPM. For engines with an uneven number of cylinders like three
cylinder four stroke engines you can enter values containing fractions (usually 1.5 in this example).
Most four stroke engines would generate one pulse for every two revolutions per cylinder. A four
cylinder automotive four stroke engine would thus generate 2 pulses per revolution. A typical Rotax
DCDI two stroke engine would generate 6 pulses per revolution. The well known Rotax 912/914
engine generates one pulse per revolution.
PULSE: The RV-1 counts pulses from the engine for ½ second period (fast frequency input).
TIME: The RV-1 uses the time between pulses to calculate revs (slow frequency input).
Typical setups:
Rotax 503,582 DCDI – Pulse (Fast frequency) (6 pulses per revolution)
Rotax 503 single ignition, Rotax 912/914 – Time (Slow frequency) (one pulse per revolution)
Gyro Rotor RPM with gear tooth sensor - Pulse (Fast frequency) (about 100 pulses per revolution)
Gyro Rotor RPM with single hall-effect sensor – Time (Slow frequency) (one pulse per revolution)
Helicopter Rotor RPM with single hall-effect sensor – Time (Slow frequency) (one pulse per revolution)
The RV-1 unit contains a digital filter. This filter is used to achieve a higher resolution of the digital
rev counter than is available in ordinary operation. In digital rev counters, resolution is largely
dependant on the amount of time given to measure RPM. The more time that is available, the higher
the resolution will be. However, on the downside of this, the more sluggish the display will react to
changes in engine settings. Resolution with the RV-1 is dependent on the number of pulses per rev and the type of measurement method you have selected (Pulse Fast/Slow). The update rate for the measurement is a fixed, fast 0.5 seconds. The digital filter is activated whenever input revs are fairly constant and this results in a very high resolution of the digital RPM display in a short time span. The filter needs to be setup for the expected base resolution.
This can be between 10 and 30 RPM for most setups. The filter has the following settings:
SPAN -The setting is made dependent on your “SPAN” selection from 500 to 20000 RPM. The filter factor is fixed as follows:
Span 500 – 10 RPM
Span 1000 – 20 RPM
Span 1500 – 30 RPM
Span 2000 – 40 RPM
Span 2500 – 50 RPM
Span 10000 – 200 RPM
Span 10500 – 210 RPM
Span 11000 – 220 RPM
Span 11500 – 230 RPM
Span 12000 – 240 RPM
RV-1 Operating Manual Page 9
Span 3000 – 60 RPM
Span 3500 – 70 RPM
Span 4000 – 80 RPM
Span 4500 – 90 RPM
Span 5000 – 100 RPM
Span 5500 – 110 RPM
Span 6000 – 120 RPM
Span 6500 – 130 RPM
Span 7000 – 140 RPM
Span 7500 – 150 RPM
Span 8000 – 160 RPM
Span 8500 – 170 RPM
Span 9000 – 180 RPM
Span 9500 – 190 RPM
Span 12500 – 250 RPM
Span 13000 – 260 RPM
Span 13500 – 270 RPM
Span 14000 – 280 RPM
Span 14500 – 290 RPM
Span 15000 – 300 RPM
Span 15500 – 310 RPM
Span 16000 – 320 RPM
Span 16500 – 330 RPM
Span 17000 – 340 RPM
Span 17500 – 350 RPM
Span 18000 – 360 RPM
Span 18500 – 370 RPM
Span 19000 – 380 RPM
10,20,30,40,50,60,70,80,90,100 – The filter factor can be set to any of these values independent of your “SPAN” selection. Choose a filter setting that results in a smooth, high resolution RPM display. A filter setting too low for your setup will result in a “jumpy” display. RPM display will change at your base resolution and no smoothing will happen.
Choose the lowest setting that will result in a smooth display for greatest sensitivity of the reading.
7 Loading factory default settings
Pressing and holding the F1 and F2 simultaneously on power up will cause the RV-1 to load preprogrammed factory default settings. The following screen will be displayed:
8 Operating the alarms
If the alarm is activated, the corresponding item on the display will flash. At the same time the externally available alarm switch will close. The switch will remain closed until any button is pressed to acknowledge the alarm or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator.
The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
9 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The RV-1 is not waterproof. Serious damage could occur if the unit is exposed to water and/or spray jets.
RV-1 Operating Manual Page 10
10 RV-1 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
Dimensions
Enclosure
Weight
Alarm contact current rating
Non-volatile memory storage
Rev counter input
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection
Approx. 30mA @ 13.8V (backlight on) 15mA @13.8V (backlight off)
114x64 graphic LCD display. Contrast and backlight is user configurable, green/yellow backlight see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 85 grams
Open collector transistor switch to ground. Maximum rating 0.5A DC
100000 write cycles
Range: 0-20000 RPM.
Minimum signal for stable display: 5Vpp.
Fully A/C coupled, maximum voltage +/- 40V.
RF noise filter plus Schmitt-trigger based input
.
11 Installation
After you have connected the rev counter terminal to the signal source you need to set the number of pulses per revolution under the “RPM SETUP” menu. The calibration itself depends on your engine type and what kind of signal you are using. Typical sources are:
• Magneto coils (suitable signal at the kill switch)
• Primary (low voltage) side of ignition coil, at contact breaker or electronic ignition module
• RPM counter output of electronic ignition systems (for example Bosch Motronic)
• RPM pickup devices such as hall-effect sensors on flywheels etc.
Installation of the RV-1 is quite straight forward in most cases. The drawing in section 11.2 shows a typical RV-1 installation. Please see the engine connection diagrams for the RPM connection to the RV-1. The RV-1 input is quite universally usable. The rev counter input on the RV-1 can be used with signals from about 5Vpp to as much as 100Vpp and the input is AC coupled for easy installation. A noise filter is included that results in the input ignoring any noise signals as long as this is below the detection threshold of about 2.5Vpp. The input impedance of the rev counter input is approximately 10Kohm. You can use series resistors as well as load resistors for applications that have unusual signals.
For installations such as with the Rotax DCDI two-stroke engines, the rev counter input is simply connected to the grey rev counter wire from the engine. These engines produce six pulses per rev (set this up in the relevant menu item). Most engines produce 0.5, 1 or 2 pulses per revolution. This needs to be setup in the “RPM SETUP” menu item.
Please note: The +5V supply line is unprotected and intended only for the supply of a hall-effect , optical or gear tooth sensors. Connecting any voltages (such as the 12V supply) to this line could destroy the instrument. The +5V line may supply currents of up to 30mA. Should your sensor require greater currents you must supply it from another source.
Please note: It is essential that a single wire be connected from the minus terminal of the instrument to the engine block. This wire must not be used to share currents with other electrical users as this can affect accuracy of readings.
RV-1 Operating Manual Page 11
11.1 Adjusting RPM sensitivity
The RV-1 has a sensitivity adjustment trimmer as shown in the picture below. Adjust this trimmer using a small screwdriver such that you get stable RPM readings over the entire rev band of your engine. If your sensitivity is too high, you may get unstable RPM readings (usually at higher RPM as electrical noise in the ignition system increases). If the sensitivity is too low the RPM reading may remain at zero. Fully clockwise = maximum sensitivity.
11.2 RV-1 General Connection Diagram
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The RV-1 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect readings.
RV-1 Operating Manual
11.3 RV-1 DB9 Cable connections
DB 9 Pin
1
4
7
9
5
6
Color
Black
NC
Blue
Red
Brown
White
Page 12
Function
Ground
Airtalk communication (Not connected)
Used for firmware upgrading
RPM input
8-30Vdc power
+5VDC Power Out
Alarm Output
11.4 Connecting the RV-1 to automotive engines
Conventional contact breaker ignition system
Use the tacho line if your system has such a signal
Connect rev counter input of
RV-1 to this line. Ensure you have a connection from the RV-1 ground to the engine block.
Connect rev counter input of RV-1 to this line.
Ensure you have a connection from the RV-
1 ground to the engine block.
Electronic ignition system with conventional ignition coil
RV-1 Operating Manual
11.5 Connecting the RV-1 to a 2 stroke Rotax engine
Typical connection in case of a Rotax two stroke engine with Ducati dual ignition:
Page 13
The follow values must be used for the pulses per revolution under the “RPM SETUP” menu.
Rotax 503,582,618 DCDI - value 6.0
Rotax 912,914 - value 1.0
Note: Some Rotax engines may require that a 220 ohm ballast resistor is fitted between the rev counter input and the ground terminal. This resistor should be fitted if you cannot obtain stable
RPM throughout the range regardless of any setting of the rev counter sensitivity adjustment.
11.6 Connecting the RV-1 to a Rotax 912/914
Connect the rev counter wires (blue/yellow and white/yellow) as follows: One of the two wires needs to be connected to ground (engine block), the other to the RPM counter input. For this engine we recommend that you use the supplied 220 ohm ballast resistor. Select a value of 1.0 for pulses per revolution under the “RPM SETUP” menu.
RV-1 Operating Manual
11.7 Connecting a Bendix magneto as a RPM source
Page 14
The above drawing shows the connection required if you would like to connect a magneto as RPM source. Shown is a typical Bendix magneto as used on Lycoming and other aircraft engines. You should find a wire connected to a terminal on the magneto that originates from your magneto kill switch (or starter switch). The terminal is often referred to as a “Pterminal”. Connect a wire as shown and connect this to the RPM input of the RV-1. We strongly recommend that a resistor is inserted into your wire as shown. A good value would be 10.000 ohms (10K). A normal 1/4 W resistor is just fine. The above circuit can also be used on other magneto systems such as found on Jabiru and similar engines.
The supplied 220 Ohm ballast resistor should not be used on the above installation.
RV-1 Operating Manual
11.8 Various other pickup/sensor installation possibilities
Page 15
Typical hall effect sensor installation detects the passing of a magnet suitably fixed to prop flanges or shafts.
The gear tooth sensor is a popular pickup used on the pre-rotation gear of a gyro plane (rotor speed indication).
The optical reflective pickup can provide a simple means of contactless RPM sensing in difficult installations.
12 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labour. Shipping costs are for the account of the purchaser.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and or sensors, and damage caused by inductive loads.
RV-1 Operating Manual Page 16
13 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.
ASI-1
ASX-1
AV-1
BAT-1
E-3
FF-1
GF-1
MAP-1
RV-1
RV-2
RTC-2
TC-1
TP-1
Other instruments in the Stratomaster Infinity series
ALT-1
ALT-2
Precision encoding altimeter and vertical speed indicator
Precision encoding altimeter and vertical speed indicator with a serial RS232 transponder output
Airspeed indicator (ASI) with automatic flight log
Encoding aviation altimeter with serial output and airspeed indicator (ASI)
Artificial horizon and magnetic compass indicator
Battery voltage and current monitor
Universal engine monitor
Fuel Computer (single or dual fuel tanks)
+-10G tilt compensated dual range G-force meter
Manifold pressure and RPM Indicator
Universal engine RPM and rotor RPM Indicator
Universal turbine RPM / RPM factor display
Aviation real time clock (RTC) and outside air temperature (OAT) display
4-Channel thermocouple indicator
Universal temperature and pressure gauge
RV-2
Universal Turbine RPM / RPM factor display
Operating Manual – English 1.01
Introduction
The RV-2 is a 2 1/4” instrument providing a universal turbine RPM display that can be adapted to a variety of roles.
Typical uses are turbine RPM displays for N1 or N2. The RV-2 can use standard tach genies but can also be used with almost any electrical signal related to turbine RPM.
The RV-2 displays RPM in a digital readout as well as in a scalable analog bar graph display. In addition the RV-2 provides a 24 entry automatic flight log that stores the duration of each of the last 24 flights. It also has a Hobbs meter
(can be set to the current turbine time) which is password protected, a turbine running timer/flight timer and a programmable maintenance timer to schedule routine engine maintenance. The RV-2 also features a programmable RPM high alarm as well as it records the maximum RPM reached in permanent memory.
1 Features
• Measures RPM from 0 to 99999 RPM or a factor in percent relative to a value that can be entered into the unit. For example 50000 RPM = 100%
• Includes a 24 entry automatic flight log
• Includes a settable Hobbs meter (password protected) and a turbine running timer/flight timer
• Contains a programmable high RPM alarm
• Contains a programmable maintenance timer for scheduled routine engine maintenance
• Records maximum RPM reached in permanent memory
• Scalable analog bar graph indicating RPM
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• External alarm output as well as a red LED illuminates when the alarm has been activated
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• 1 year limited warranty
RV-2 Operating Manual
2 RV-2 Layout
Page 2
LED Alarm:
The red LED will illuminate if the RPM set point has been exceeded
Backlit Graphic LCD Display:
Contrast and backlight can be adjusted in the menu system
Harness:
Harness connects to power and sensors
Up/F1 Button:
Up button in menu system
Start/Stop flight in normal mode
Down/F2 Button:
Down button in menu system
Adjust contrast setting in normal mode
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise for up/down menu scrolling. During normal mode rotating the rotary control will display the permanent memory maximum recorded RPM.
3 About RPM Measurements
Generally, there are two different methods of measuring RPM. The RV-2 unit can be setup to perform either method.
The first method involves counting pulses generated by some device in the turbine. Pulses are counted over a period of time and the result is then used to calculate RPM. This method requires a high number of pulses due to the short measurement interval of ½ second. This method is suitable for many smaller turbines that do not provide a standard tach generator output but have other types of pickup senders such as gear tooth senders.
Engines producing few pulses require a different method. Here the RV-2 can use the time it takes to generate only two pulses as bases for the RPM calculation. This is the method usually used for standard 70 Hz tach generators. The particular method to be used and the number of pulses per revolution are entered as part of the RV-2 setup as given below.
RV-2 Operating Manual Page 3
4 Main Display
The RV-2 can be configured to display RPM or as a factor in percent relative to a value that can be entered into the unit.
Hobbs Meter
Duration of flight since take-off
Digital RPM readout
Analog RPM display
RPM alarm
Maximum RPM reached marker
Hobbs Meter
Duration of flight since take-off
Digital RPM percentage readout
Analog RPM display
Maximum RPM reached marker
RPM alarm
4.1 Start / Stop Flight Display
Press the F1 key during the normal display mode to manually start/stop a flight. This key is only active if the RV-2 is setup to select the manual flight option under the “FLIGHT LOG” setup menu.
RV-2 Operating Manual Page 4
4.2 Contrast Display
This display can be accessed by pressing the F2 key during the normal display mode. This is a quick access key to the same contrast menu as in the menu system.
Select this menu option to adjust the display contrast.
4.3 Maximum RPM Display
This display can be accessed by rotating the rotary control either clockwise or anticlockwise during the normal display mode. Pressing the F1 key again will reset the maximum RPM to the current RPM. Pressing any other key will cause the
RV-2 to resume to the normal display mode. To avoid false recordings, the maximum RPM function is only activated 10 seconds after the instrument has powered up.
Note: The permanent maximum values are stored in nonvolatile memory and are recalled on power-up.
5 Maintenance Timer
The purpose of this function is to assist you in determining remaining hours until maintenance will be required. It is not intended as a replacement for the aircraft's maintenance log. It is therefore important that the aircraft's maintenance log be maintained in the normal manner. You should further use your own discretion in performing maintenance earlier than indicated should any aircraft performance problems arise.
A maximum of 999 hours can be entered as a maintenance interval. The RV-2 will deduct actual engine running time from the maintenance interval hours as set and will display the reminder message on startup when zero hours are remaining.
The reminder message will automatically disappear after 5 seconds or if the pilot presses any key. Engine running time for the purpose of the maintenance timer is defined as the run time where the engine RPM is greater than the preset RPM for the Hobbs meter.
RV-2 Operating Manual Page 5
6 Menu System
Pressing the rotary control button during the normal display mode will cause the RV-2 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system.
6.1 Exit Menu
Pressing the rotary control on this menu item will cause the RV-2 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
6.2 Flight Log
Select whether the instrument should detect the start and end of flights automatically or if you would like to do this manually. We recommend you select automatic flight detect. With automatic flight detection, flights will start logging when the engine RPM is above the take-off limit. A flight is considered ended when the engine RPM is less the RPM take-off limit for more then 30 seconds.
Move the highlight over the “DONE” option and press the rotary button to return to the main menu.
Select this function to view the flight log. The flight log contains the duration of each of the last 24 logged flights. Duration is displayed in hours and minutes.
Use the up/down or the rotary control to navigate through the log. Empty log entries are shown as “-----“.
Note: You cannot select this function while a flight is in progress.
Pressing the F1 key will erase all the flight log entries.
RV-2 Operating Manual Page 6
Select whether you want the RV-2 to automatically detect a flight or whether the pilot must press the
F1 key to start/stop a flight. We recommend you select automatic flight detection.
This menu option is only shown if the “detect” flight mode is selected. Enter the engine RPM take-off threshold that you want a flight log entry to start.
6.3 Display Setup
Move the highlight over the “DONE” menu option and press the rotary button to return to the main menu.
Select this menu option to adjust the display contrast.
Select this menu option to turn the backlight on or off.
6.4 Hobbs Meter
Move the highlight over the “DONE” menu option and press the rotary button to return to the main menu.
Enter the RPM limit in which the Hobbs meter/Maintenance timer must start counting.
This function allows you to set the engine Hobbs meter to any value. Typically, you would use this function to set the Hobbs meter to the current known engine time. Use the up/down or the rotary control to change the value. Press the rotary control to accept and exit the menu option. If the Hobbs code is set to another value beside zero, then the pilot will be prompted to enter the Hobbs
access code before allowing him to change the Hobbs time. This feature is
useful for charted and flying school planes.
RV-2 Operating Manual Page 7
This function allows you to set an engine maintenance timer. This timer is set in engine hours and it will count down to zero when the engine RPM is greater then the Hobbs RPM limit. A good use for this function is to set the hours until your next spark plug change or engine inspection. Use the up/down or the rotary control to change the value. Press the rotary control to accept and exit
the menu option.
Select if you would like the hour to be displayed in decimal fractions (0-99) or minutes (0-59).
This setting influences the current flight time display and the flight log.
This menu option allows you to change the Hobbs access code. You will first be prompted to enter the current code followed by entering in a new code followed by re-entering the new code. If the new code and the re-entered code is the same, then the Hobbs access code will be changed. Default
code is 0000.
6.5 RPM Setup
All the RPM related settings can be setup here.
Move the highlight over the “DONE” menu option and press the rotary button to return to the main menu.
Select whether you want the RV-2 to display the actual RPM or to display RPM as a percentage of the 100% RPM value. Use the actual RPM display to initially setup the RV-2, once you are satisfied that your calibration is correct, then swap over to the factor display.
Display in Percentage mode
Select the RPM that corresponds to a 100% power setting on your turbine. Note: you can adjust this value slightly if you are running out of calibration resolution for the “PUL/REV” setting and still need to coincide with the 100 percent setting.
Display in RPM mode
Select the maximum value that you want the RPM analog bar graph display to show. This can give you increased display resolution.
RV-2 Operating Manual
Setups for both modes
Select whether you want the RPM alarm to be turned on or off.
Page 8
Enter the RPM alarm activation threshold. Any RPM value above this value will activate the alarm.
Enter the number of pulses per revolution. You can enter fractional values as well.
Example: You have a turbine that produces 8 pulses per revolution – set to 8.00
Example: You have a turbine that produces 1 pulse every 10 revolutions – set to 0.10
Select if you want the RV-2 to count pulses from the engine for ½ second period (fast) or if you want the RV-2 to use the time between pulses to calculate revs (slow).
As a general rule, for maximum display resolution, choose as follows:
Signal with many pulses per ½ second – choose “PULSE”.
Signal with few pulses – choose “TIME”.
7 Loading factory default settings
Pressing and holding the F1 and F2 simultaneously on power up will cause the RV-2 to load preprogrammed factory default settings. The following screen will be displayed:
8 Operating the alarms
If the alarm is activated, the corresponding item on the display will flash. At the same time the externally available alarm switch will close. The switch will remain closed until any button is pressed to acknowledge the alarm or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator.
The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
9 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The RV-2 is not waterproof. Serious damage could occur if the unit is exposed to water and/or spray jets.
RV-2 Operating Manual Page 9
10 RV-2 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
Dimensions
Enclosure
Weight
Alarm contact current rating
Non-volatile memory storage
Rev counter input
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection
Approx. 38mA @ 13.8V (backlight on) 10mA @13.8V (backlight off)
114x64 graphic LCD display. Contrast and backlight is user configurable, green/yellow backlight see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 112 grams
Open collector transistor switch to ground. Maximum rating 0.5A DC
100000 write cycles
Range: 0-99999 RPM.
Minimum signal for stable display: 5Vpp.
Fully A/C coupled, maximum voltage +/- 40V.
RF noise filter plus Schmitt-trigger based input
.
11 Installation
After you have connected the rev counter terminal to the signal source you need to set the number of pulses per revolution under the “RPM SETUP” menu. The calibration itself depends on your engine type and what kind of signal you are using.
Installation of the RV-2 is quite straight forward in most cases. The drawing in section 11.2 shows a typical connection for a standard 3 phase tach generator. Note that only a single phase needs to be used. The RV-2 input is quite universally usable. The rev counter input on the RV-2 is AC coupled and can be used with signals from about 5Vpp to as much as
100Vpp. This means that the voltage signal may have a DC voltage superimposed without affecting the instrument. For example, if you have a signal that varies in voltage from 5V to 8V with every pulse, it can be used with the RV-2. Should your source generate a signal voltage below the minimum required, you will need to install a suitable amplifier or replace the pickup sensor with a type that has a larger output voltage.
A noise filter is included that results in the input ignoring any noise signals as long as this is below the detection threshold of about 2.5Vpp. The input impedance of the rev counter input is approximately 10Kohm. You can use series resistors as well as load resistors for applications that have unusual signals.
Please note: The +5V supply line is unprotected and intended only for the supply of a hall-effect , optical or gear tooth sensors. Connecting any voltages (such as the 12V supply) to this line could destroy the instrument. The +5V line may supply currents of up to 30mA. Should your sensor require greater currents you must supply it from another source.
Please note: It is essential that a single wire be connected from the minus terminal of the instrument to the engine block. This wire must not be used to share currents with other electrical users as this can affect accuracy of readings.
RV-2 Operating Manual Page 10
11.1 Adjusting RPM sensitivity
The RV-2 has a sensitivity adjustment trimmer as shown in the picture below. Adjust this trimmer using a small screwdriver such that you get stable RPM readings over the entire rev band of your engine. If your sensitivity is too high, you may get unstable RPM readings (usually at higher RPM as electrical noise in the ignition system increases). If the sensitivity is too low the RPM reading may remain at zero. Fully clockwise = maximum sensitivity.
11.2 RV-2 DB9 Cable connections
DB 9 Pin
1
4
5
6
7
9
Color
Black
NC
Blue
Red
Brown
White
Function
Ground
Airtalk communication (Not connected)
Used for firmware upgrading
RPM input
8-30Vdc power
+5VDC Power Out
Alarm Output
RV-2 Operating Manual
11.3 RV-2 Connection Diagram
Page 11
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The RV-2 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect readings.
RV-2 Operating Manual
11.4 Various other pickup/sensor installation possibilities
Page 12
Typical hall effect sensor installation detects the passing of a magnet suitably fixed to prop flanges or shafts.
The gear tooth sensor is a popular pickup used on the pre-rotation gear of a gyro plane (rotor speed indication).
The optical reflective pickup can provide a simple means of contactless RPM sensing in difficult installations.
12 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labour. Shipping costs are for the account of the purchaser.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and or sensors, and damage caused by inductive loads.
RV-2 Operating Manual Page 13
13 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.
ASI-1
ASX-1
AV-1
BAT-1
E-3
FF-1
GF-1
MAP-1
RV-1
RV-2
RTC-2
TC-1
TP-1
Other instruments in the Stratomaster Infinity series
ALT-1
ALT-2
Precision encoding altimeter and vertical speed indicator
Precision encoding altimeter and vertical speed indicator with a serial RS232 transponder output
Airspeed indicator (ASI) with automatic flight log
Encoding aviation altimeter with serial output and airspeed indicator (ASI)
Artificial horizon and magnetic compass indicator
Battery voltage and current monitor
Universal engine monitor
Fuel Computer (single or dual fuel tanks)
+-10G tilt compensated dual range G-force meter
Manifold pressure and RPM Indicator
Universal engine RPM and rotor RPM Indicator
Universal turbine RPM / RPM factor display
Aviation real time clock (RTC) and outside air temperature (OAT) display
4-Channel thermocouple indicator
Universal temperature and pressure gauge
Infinity TC-1
One to four channel thermocouple
(EGT/CHT) indicator
Operating Manual – English 1.09
Introduction
The TC-1 thermocouple display unit is a 4 channel 2 1/4” instrument that contains all the features necessary to monitor
EGT’s and CHT’s. The instrument is fully programmable by the user resulting in the most flexible solution available. It contains 6 different display screens to allow easy customization. The TC-1 can be configured to group EGT’s/CHT’s to common settings or each thermocouple channel can be independently setup for temperature ranges as well as alarms and probe types.
The TC-1’s high accuracy is due to it’s built in thermocouple linearization curves and cold junction compensation techniques. Temperature probes can be common J, K or E type thermocouple probes as used in CHT or EGT sensors.
Temperatures can be displayed in degrees Celsius or degrees Fahrenheit from -100ºC to 1200ºC (-148ºF to 2192ºF).
Each channel also offers a programmable high alarm.
The TC-1 also records maximum temperatures reached for each channel in permanent memory.
1 Features
• 6 different display modes
• Supports J, K and E thermocouple probes
• Temperatures can be displayed in degrees C or degrees F from -100ºC to 1200ºC (-148ºF to 2192ºF)
• High accuracy: Built in thermocouple linearization curves and cold junction compensated
• Records maximum temperatures reached for each channel in permanent memory
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• External alarm output as well as a red LED illuminates when the alarm has been activated
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• 1 year limited warranty
Infinity TC-1 Operating Manual
2 TC-1 Layout
Backlit Graphic LCD Display:
Contrast and backlight can be adjusted in the menu system
Up/F1 Button:
Up button in menu system
Maximum values display in normal mode
Page 2
LED Alarm:
The red LED will illuminate if any of the temperatures monitored exceeds the corresponding alarm set point
Harness:
Harness connects to power and thermocouples
Down/F2 Button:
Down button in menu system
Contrast adjustment in normal mode
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise for up/down menu scrolling. During normal mode rotating the rotary control will scroll though the different channels (display mode dependant).
3 Main Displays
The TC-1 has up to 6 different temperature display screens. These screens can be setup under the “DISPLAY SETUP” menu option.
Display Mode 1: Vertical/Multiple mode
Current selected channels temperature value
Temperature display unit
Current selected channels name
Maximum temperature reached indicator
Analog temperature display
Alarm set point
Current selected channel is highlighted black
Infinity TC-1 Operating Manual
Display Mode 2: Horizontal/Multiple mode
Maximum temperature reached indicator
Analog temperature display
Digital temperature display
Page 3
Alarm set point
Display Mode 3: Vertical/Single mode
Analog temperature display
Alarm set point
Maximum temperature reached indicator
Channel name
Digital temperature display
Display Mode 4: Horizontal/Single mode
Channel name
Digital temperature display
Analog temperature display
Alarm set point
Maximum temperature reached indicator
Infinity TC-1 Operating Manual
Display Mode 5: TC Bars Mode
EGT Value:
Indicates highest value if
“Highest” is selected or the highlighted bar value if “Scanning” is selected
EGT group indicator
Temperature display unit
EGT alarm level
Page 4
CHT Value:
Indicates highest value if
“Highest” is selected or the highlighted bar value if
“Scanning” is selected
CHT group indicator
CHT alarm level
Maximum temperature reached indicator
Display Mode 6: Numerical Mode
Channel name
Temperature value
3.1 Permanent maximum values display
This display can be accessed by pressing the F1 key during the normal display mode. Pressing the F1 key again will reset the permanent maximum values to the current temperature values. Pressing any other key will cause the TC-1 to return to the normal display mode.
Note: The permanent maximum values are stored in nonvolatile memory and are recalled on power-up.
Infinity TC-1 Operating Manual Page 5
3.2 Contrast Display
This display can be accessed by pressing the F2 key during the normal display mode. This is a quick access key to the same contrast menu as in the menu system.
Select this menu option to adjust the display contrast.
4 Menu System
Pressing the rotary control button during the normal display mode will cause the TC-1 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system
4.1 Exit Menu
Pressing the rotary control on this menu item will cause the TC-1 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
4.2 Display Setup
Move the highlight over this menu item and press the rotary button to return to the main menu
Select this menu option to adjust the display contrast
Select this menu option to turn the backlight on and off
Infinity TC-1 Operating Manual Page 6
Select the display mode of the TC-1. The options are:
MULT/VERT: Multiple channels displayed simultaneously as vertical bars
MULT/HORI: Multiple channels displayed simultaneously as horizontal bars
SNGL/VERT: Only a single vertical channel is displayed at a time
SNGL/HORI: Only a single horizontal channel is displayed at a time
TC BARS: Vertical grouped EGT/CHT channels are shown simultaneously on one display
NUMERICAL: Only numerical temperature values are shown side by side
Select if you want the channel indicators/display screens to swap automatically or if you want to do it manually using the rotary control.
Note: Flipping through the different channels can still be done manually using the rotary control even if the display mode is set to auto.
This menu option is only shown if “Multiple/Vertical”, “Single/Vertical”, “Single/Horizontal”, or “TC
Bars” is selected as a display mode.
Set the time that each of the channels must be displayed for. This menu option is only shown if auto is selected for the display mode.
4.3 TC Setup
The TC-1 has 2 different “TC SETUP” menus due to the fact that the TC-1 can be setup to display the thermocouple temperatures in so many ways.
“MULTPLE/VERTICAL”, “MULTIPLE/HORIZONTAL”, “SINGLEL/VERTICAL”,
“SINGLE/HORIZONTAL”, “NUMERICAL” TC Menu Setup
Move the highlight over this menu item and press the rotary button to return to the main menu
Select how many TC channels must be monitored on the TC-1
Select whether you want the temperature to be displayed in degrees Celsius (ºC) or degrees
Fahrenheit (ºF)
Select which channel you want to setup
Infinity TC-1 Operating Manual
Only Channel 1 Setup is shown below, follow the same steps for Channel 2, 3, 4
Page 7
Move the highlight over this menu item and press the rotary button to return to the main menu
This function sets the top end of your temperature bar graph. It has no effect on the actual temperature range that can be displayed in the digital temperature readout. Select the range to be just higher than the highest temperature you expect to measure using this channel.
Select this function to “ON” if you want the bar graph display to show the upper half of the temperature range only. This results in a higher resolution of the temperature range you may be interested in. For engine temperature measurements we recommend that you set this to “ON”.
Adjust the temperature that you would like to use as an alarm limit. Any temperature above this limit will activate the alarm. Active alarms will flash the affected channel and also activate the alarm contact that you can use to switch a lamp on.
Select whether you want to turn the alarm on or off. To avoid false activation of the alarms, the alarm function is only activated 10 seconds after the instrument has powered up.
Select if you are using a K-type, J-type or E-type thermocouple probe for this channel. All probes supplied by MGL Avionics are K-Type. J-types are sometimes used with American made CHT probes. All EGT probes are K-type. E-type probes are seldom used.
Choose one of a selection of labels to suit your channel so you can identify it easily.
“TC BARS” TC Menu Setup
Note: Always install EGT probes starting on Channel 1 followed by the CHT probes without skipping any channels in between.
Move the highlight over this menu item and press the rotary button to return to the main menu.
All EGT related parameters is setup here.
All CHT related parameters is setup here.
Infinity TC-1 Operating Manual Page 8
Select whether you want the temperature to be displayed in degrees Celsius (ºC) or degrees
Fahrenheit (ºF).
Only “EGT SETUP” is shown below, follow the same steps for CHT setup.
Move the highlight over this menu option and press the rotary button to return to the “TC Setup” menu.
Select the number of EGT or CHT channels you want to use. Choices are from 1 to 4. The temperature display will configure itself to make best possible use of the available display size.
Please note that the minimum number of EGT & CHT channels that can be displayed is 1 and the maximum number of EGT and CHT channels that can be displayed is 4.
A selection between “HIGHEST” or “SCANNING” can be selected. If “HIGHEST “is selected then the current highest thermocouple temperature is displayed. If “SCANNING” is selected then the E-3 will cycle through each thermocouple channel highlighting it as well as showing its temperature.
This function sets the top end of your temperature bar graph. It has no effect on the actual temperature range that can be displayed in the digital temperature readout. Select the range to be just higher than the highest temperature you expect to measure using this channel.
Select this function to “ON” if you want the bar graph display to show the upper half of the temperature range only. This results in a higher resolution of the temperature range you may be interested in. For engine temperature measurements we recommend that you set this to “ON”.
Adjust the temperature that you would like to use as an alarm limit. Any temperature above this limit will activate the alarm. Active alarms will flash the affected channel and also activate the alarm contact that you can use to switch a lamp on.
Select whether you want to turn the alarm on or off. To avoid false activation of the alarms, the alarm function is only activated 10 seconds after the instrument has powered up.
Select if you are using a K-type, J-type or E-type thermocouple probe for this channel. All probes supplied by MGL Avionics are K-Type. J-types are sometimes used with American made CHT probes. All EGT probes are K-type. E-type probes are seldom used.
Infinity TC-1 Operating Manual Page 9
5 Loading factory default settings
Pressing and holding the F1 and F2 keys simultaneously during power up will cause the TC-1 to load preprogrammed factory default settings. The following screen will be displayed:
6 Operating the alarms
If the alarm is activated, the corresponding item on the display will flash. At the same time the externally available alarm switch will close. The switch will remain closed until any button is pressed to acknowledge the alarm or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator.
The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
7 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The TC-1 is not waterproof, serious damage could occur if the unit is exposed to water and/or spray jets.
8 TC-1 Specifications
Operating Temperature Range
Storage Temperature Range
Humidity
Power Supply
Current Consumption
Display
ADC
Dimensions
Enclosure
Weight
Non-volatile memory storage
Thermocouples
Measurement range
Technology
Measurement accuracy
Inputs
Common mode voltage range
-10ºC to 50ºC (14ºF to 122ºF)
-20ºC to 80ºC (-4ºF to 176ºF)
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection
Approx. 42mA @ 13.8V (backlight on) 15mA @13.8V (backlight off)
114x64 graphic LCD display. Contrast and backlight is user configurable, green/yellow backlight
12bit over sampled successive approximation see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 170 grams
100000 write cycles
J-type/K-type and E-Type
J-Type/K-Type: -100ºC to 1200ºC (-148ºF to 2192ºF)
E-Type: -100ºC to 900ºC (-148ºF to 1652ºF)
Fully cold junction compensated using precision internal temperature reference, built in thermocouple linearization tables
+/- 5 degrees typical over full temperature range, subject to quality of probe used. We recommend MGL Avionics EGT and CHT probes
Differential, can use grounded and isolated probes
-2V to +3V
Infinity TC-1 Operating Manual Page 10
9 Installation
The TC-1 provides for up to 4 thermocouple inputs for use with EGT and CHT probes. K, J as well as E-type probes can be used. K types are used for EGT probes while CHT probes can either be J or K type. E-type probes are seldom used.
Probe types are selected in the various “TC SETUP” menus of the TC-1.
Important: Incorrect selection of probe type will lead to an incorrect temperature display.
The TC-1 will accept both grounded and isolated thermocouple probes. Your only consideration in case of the more common grounded configurations is that you need to ensure that the thermocouple mounting position (exhaust flange, etc.) is at the same electrical potential as the negative supply line of the TC-1.
The thermocouple amplifier is a precision device providing full cold junction compensation. In addition the amplifier measures and corrects for its own errors. This results in very accurate measurements providing you install high quality probes. Here are some guidelines:
EGT Probes: Select probes that are made from 316 stainless steel and that use glass-fiber insulated conductors. Teflon insulated conductors as found in many cheap probes introduce errors as the insulation melts moving the measuring point towards the mounting bolt which transfers a lot of heat to the exhaust material. This results in under reading probes. Stay away from probes that use simple plastic heat shrink sleeving – it does not last. Choose probes that use a generous amount of stainless steel spring as strain relief. The bolt itself should be stainless steel as well or it will rust very quickly.
CHT Probes: These are made from washers to fit spark-plug bases. Temperatures are considerably lower so most thermocouple cables will work without problems. The biggest area of concern should be the connection of the thermocouple cable to the washer. This often breaks after the spark plug has been changed a few times. Choose a probe that is suitably reinforced at this point for a long and trouble free life.
EGT and CHT probes supplied by MGL Avionics are of highest quality. We recommend that you consider using our probes if at all possible.
Warning: Four stroke engines produce much hotter exhaust gases compared to two stroke engines. Do not use EGT probes made from lower grade stainless steel (for example 310), these probes will not withstand the high temperatures and can fail as the metal gets very soft at 800 degrees C. Many four strokes (such as the Rotax 912) will produce exhaust gases of up to 850 degrees C.
Important installation note:
EGT and CHT probes use wire made from iron and other basic metals. As a result these probes are not able to withstand much flexing of the wires due to engine vibrations. Avoid making nice looking coils or similar constructions that will result in excessive vibration or flexing of the wire. Route the cables from the probe points tightly along suitable engine mounting points eliminating any chance of unnecessary wire flexing during engine operation.
Note: Always install EGT probes starting on Channel 1 followed by the CHT probes without skipping any channels in between.
Note: Connect the ground to the engine block (and engine block to battery negative). Do not connect the TC-1 ground directly to battery negative. This must be routed via the engine block.
Infinity TC-1 Operating Manual
9.1 Connection Diagram
Page 11
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The TC-1 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect readings.
Infinity TC-1 Operating Manual
9.2 Connection diagram for a Rotax 503/582
Page 12
Infinity TC-1 Operating Manual
9.3 Connection diagram for a Rotax 912
Page 13
9.4 Extending leads of thermocouple probes
Thermocouple leads as used with the EGT and CHT probes can be extended either with ordinary copper cable or with special K-Type extension cable. The choice of either depends on your desired accuracy. If it is possible in your installation to ensure that both ends of a copper extension cable will be at the same temperature (or very close), then it is quite possible to use the copper cable. In most open-air installations this will be the case. Should this not be possible or you require best possible accuracy at all times, you can obtain a special K-type extension cable. This cable is made from the same metals as your probes cable and uses ordinary plastic sleeving as insulation. In either case, ensure that the cable is not routed close to sources of electromagnetic interference of any kind. The voltages present in this cable are very small and are subject to changes applied by external fields. This can lead to false temperature indications. You can check your installation by using a hand-held transmitter, such as an air band radio. If you transmit a signal, no change in temperature reading should occur.
Infinity TC-1 Operating Manual
9.5 TC-1 DB9 Cable connections
Main connector (Bottom DB9 connector)
DB 9 Pin
1
4
6
9
Color
Black
NC
Red
White
Page 14
Function
Ground. Connect the ground to the engine block (and engine block to battery negative). Do not connect the TC-1 ground directly to battery negative. This must be routed via the engine block.
Airtalk communication (Not connected)
Used for firmware upgrading
8-30Vdc power via power switch / circuit breaker and fuse if required.
Alarm Output
Thermocouple (EGT/CHT) input connector (Top DB9 connector)
In case of MGL Avionics K-Type probes + = Yellow probe lead, - = Red probe lead
NOTE: Your TC-1 may be supplied with either a DB9 (Female) TC cable or a DB9 (Male) TC cable. Please see the relevant pinout for the cable supplied with the TC-1. The color wires allocated to each channel will remain the same irrespective of a which cable is supplied.
DB9 (Male)
DB9 (Female)
DB9 Male
Pin
1
2
6
7
3
4
8
9
DB9 Female
Pin
5
4
9
8
3
2
7
6
Color
Blue
Orange
Green
Purple
Red
Brown
Yellow
White
Function
TC Channel 1 +
TC Channel 2 +
TC Channel 3 +
TC Channel 4 +
TC Channel 1 -
TC Channel 2 -
TC Channel 3 -
TC Channel 4 -
Infinity TC-1 Operating Manual Page 15
10 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labor. Shipping costs are for the account of the purchaser.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and or sensors, and damage caused by inductive loads.
11 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.
ALT-1
ALT-2
ASI-1
ASX-1
AV-1
BAT-1
E-3
FF-1
GF-1
MAP-1
RV-1
RV-2
RTC-2
TC-1
TP-1
Other instruments in the Stratomaster Infinity series
Precision encoding altimeter and vertical speed indicator
Precision encoding altimeter and vertical speed indicator with a serial RS232 transponder output
Airspeed indicator (ASI) with automatic flight log
Encoding aviation altimeter with serial output and airspeed indicator (ASI)
Artificial horizon and magnetic compass indicator
Battery voltage and current monitor
Universal engine monitor
Fuel Computer (single or dual fuel tanks)
+-10G tilt compensated dual range G-force meter
Manifold pressure and RPM Indicator
Universal engine RPM and rotor RPM Indicator
Universal turbine RPM / RPM factor display
Aviation real time clock (RTC) and outside air temperature (OAT) display
4-Channel thermocouple indicator
Universal temperature and pressure gauge
TP-1
Dual channel universal Temperature /
Pressure Gauge
Operating Manual – English 1.10
Introduction
The TP-1 is a 2 1/4” dual channel temperature/pressure gauge with universal inputs that can interface to many sensors such as oil temperature, coolant temperature, oil pressure, fuel pressure, manifold pressure, boost pressure and many more.
The TP-1 gauge can be setup for a single, dual or combination temperature / pressure display.
Temperature can be measured using standard automotive resistive senders (e.g. VDO, Westach) as well as the MGL
Avionics precision LM335 semiconductor sensor. Pressure can be measured using standard automotive resistive senders
(e.g. VDO 2,5 and 10 Bar), Rotax 4-20mA senders as well as 0-5V output pressure senders (e.g. UMA). In addition the temperature and pressure inputs can be programmed to a user defined curve for custom senders.
Both the temperature and pressure readings have a programmable low and high alarm. This results in a contact closure that is typically used to switch a warning lamp on. The TP-1 also records the maximum temperature and pressure values reached in permanent memory.
1 Features
• Dual channel universal input temperature and pressure gauge
• Temperature can be measured using standard automotive resistive senders (e.g. VDO, Westach) as well as the MGL Avionics precision LM335 semiconductor sensor
• Pressure can be measured using standard automotive resistive senders (e.g. VDO 2,5 and 10Bar), Rotax 4-
20mA senders as well as 0-5V output pressure senders (e.g. UMA)
• Temperature and pressure inputs can be programmed to a user defined curve for custom senders
• Can be setup for a single, dual or combination temperature / pressure display.
• Both temperature and pressure readings have a programmable low and high alarm
• Records maximum temperature and pressure reached in permanent memory
• Supports Rotax 4-20mA pressure sender as used in 912/914 engines
• Standard 2 1/4” aircraft enclosure (can be front or rear mounted)
• Rotary control plus 2 independent buttons for easy menu navigation and user input
• External alarm output as well as a red LED illuminates when the alarm has been activated
• Large backlit graphic LCD with adjustable contrast
• Wide input supply voltage range of 8 to 30V DC with built in voltage reversal and over voltage protection for harsh electrical environments
• Light weight design
• 1 year limited warranty
TP-1 Operating Manual
2 TP-1 Layout
Page 2
LED Alarm:
The red LED will illuminate if any of the alarm set points have been exceeded
Backlit Graphic LCD Display:
Contrast and backlight can be adjusted in the menu system
Up/F1 Button:
Up button in menu system
Display maximum temperature and pressure values in normal mode
Harness:
Harness connects to power, temperature and pressure senders
Down/F2 Button:
Down button in menu system
Adjust contrast in normal mode
Rotary Control (Up/Down) & Enter Button:
Press the rotary control during normal mode to access the menu system. Rotate anti/clockwise for up/down menu scrolling. During normal mode rotating the rotary control will toggle between the temperature and pressure display (only if Single display mode is selected).
TP-1 Operating Manual Page 3
3 Main Display
The TP-1 has 4 different temperature/pressure display screens. These screens can be setup under the “DISPLAY
SETUP” menu option. The display can be setup to display pressure and temperature as vertical or horizontal bar graphs as well as dual or single displays. If the TP-1 is setup to display single values then rotating the rotary control will toggle between the temperature and pressure displays.
Display Mode 1: Dual/Vertical mode
User selectable pressure label
Temperature high alarm
User selectable temperature label
Pressure high alarm
Maximum temperature value reached
Maximum pressure value reached
Pressure unit
Temperature unit
Pressure low alarm
Display Mode 2: Dual/Horizontal mode
User selectable temperature label
Maximum temperature value reached
Temperature unit
User selectable pressure label
Pressure unit
Pressure low alarm
Pressure high alarm
Maximum pressure value reached
TP-1 Operating Manual
Display Mode 3: Single/Vertical mode
You can toggle between temperature and pressure by rotating the rotary control.
User selectable temperature label
Temperature high alarm
Maximum temperature value reached
Temperature unit
Page 4
User selectable pressure label
Pressure high alarm
Maximum pressure value reached
Pressure low alarm
Display Mode 4: Single/Horizontal mode
You can toggle between temperature and pressure by rotating the rotary control.
Pressure unit
Temperature unit
User selectable temperature label
Maximum temperature value reached
Temperature high alarm
TP-1 Operating Manual Page 5
Pressure low alarm
Pressure unit
User selectable pressure label
Pressure high alarm
Maximum pressure value reached
3.1 Permanent maximum values display
This display can be accessed by pressing the F1 key during the normal display mode. Pressing the F1 key again will reset the permanent maximum values to the current temperature and pressure values. Pressing any other key will cause the TP-1 to return to the normal display mode. To avoid false recordings, the maximum values function is only activated
10 seconds after the instrument has powered up.
Note: The permanent maximum values are stored in nonvolatile memory and are recalled on power-up.
3.2 Contrast display
This display can be accessed by pressing the F2 key during the normal display mode. This is a quick access key to the same contrast menu as in the menu system.
Use the up and down keys or the rotary control to adjust the display contrast.
TP-1 Operating Manual Page 6
4 Menu System
Pressing the rotary control button during the normal display mode will cause the TP-1 to enter the menu system. Use the up/down keys or the rotary control to navigate through the menu system.
4.1 Exit Menu
Pressing the rotary control on this menu item will cause the TP-1 to exit the menu system. All changes made during navigation of the menu system will be saved in non-volatile memory on exiting the menu system. If you remove power before exiting the menu the instrument will not save any changes.
4.2 Display Setup
Move the highlight over this menu item and press the rotary button to return to the main menu.
Select this menu option to adjust the display contrast.
Select this menu option to turn the backlight on or off.
If “SINGLE” is selected then only temperature or pressure is shown at one time. If “DUAL” is selected then both temperature and pressure are shown on the same screen.
Select whether you want the temperature and pressure bar to be shown vertically or horizontally.
Select whether you want the single temperature/pressure display to alternate automatically or manually. This display is only shown if display mode is setup to show “SINGLE”.
TP-1 Operating Manual Page 7
Set the time that the single display modes must be displayed for. This display is only shown if auto is selected for the display mode.
4.3 Channel 1 / Channel 2 Setup
The TP-1 can be setup to display temperature or pressure for each individual input channel.
Setup is shown for Channel 1, Channel 2 is identical in setup
Move the highlight over this menu item and press the rotary button to return to the main menu.
Select what type of sender is connected to the input channel. Select between pressure, temperature or off.
4.3.1 Pressure Setup
Select if you are using a resistive, 4-20mA or 0-5V output pressure sender.
If the “Resistive” pressure sender is selected
Select what type of resistive pressure sender you are using. Select “VDO” for VDO / resistive senders, “USER” for a custom sender.
Select which VDO pressure sender you are using. A selection between a VDO 2, 5 or 10 Bar can be selected.
If the “0-5V” pressure sender is selected
Select the type of 0-5V sender used. Select “UMA” for UMA senders of “USER” for a custom 0-5V sender.
TP-1 Operating Manual
For UMA senders select the UMA model number.
Page 8
If the “4-20mA” pressure sender is selected
Please note that only 1 4-20mA pressure sender can be interfaced to the TP-1.
Select the type of 4-20mA sender used. Select “ROTAX” for Rotax 912/914 sender of “USER” for a custom 4-20mA sender.
Enter the pressure specified at 4mA output.
Enter the pressure specified at 20mA output.
If the “User” pressure sender is selected
A custom sensor can be interfaced to the TP-1. This sensor can be a resistive, 4-20mA or 0-5V sender.
If the sender type is set to “USER”, then use this menu option to calibrate your pressure sender.
See section 4.3.3 for more information.
Menu options for all sender types
Choose one of a selection of labels to suit your pressure input so you can identify it easily.
Select whether you want to display the pressure in Bar, PSI or PSI(0.1). The PSI(0.1) is for low range pressure senders e.g. UMA 7PSI.
Set the range of the pressure sender. This is the maximum that the bargraph display will go to.
This allows the user to zoom into the top half of the bar graph resulting in a higher display resolution. This option set to “ON” is recommended.
TP-1 Operating Manual
Select whether to use the low pressure alarm.
Use this to set the low pressure alarm set-point.
Select whether to use the high pressure alarm.
Use this to set the high pressure alarm set-point.
Page 9
4.3.2 Temperature Setup
Select what type of sender you are using. Select “VDO” for a VDO resistive sender, “WESTACH” for a Westach thermistor type sender, “MGL” for a MGL NTC resistive temperature sender, LM335 for a MGL precision temperature sender or “USER” for a custom sender. The TP-1 has a built in linearization curve for a standard 50ºC to 150ºC VDO resistive sender as well as for the MGL
NTC resistive sender.
If the sender type is set to “User”
If the sender type is set to “USER”, then use this menu option to calibrate your temperature sender. See section 4.3.3 for more information.
If the sender type is set to “LM335”
If the sender type is set to LM335, then use this menu option to calibrate your LM335 precision temperature sender. If recalibration is required then adjust the value using the up/down keys or the rotary control until the temperature matches the reference ambient temperature. Please note that the LM335 can only be calibrated in degrees Celcius irrespective if the TP-1 is setup to display temperature in Fahrenheit.
Menu options for all sender types
Choose one of a selection of labels to suit your temperature input so you can identify it easily.
Select whether you want the temperature to be displayed in degrees Celcius (ºC) or in degrees
Fahrenheit (ºF).
TP-1 Operating Manual Page 10
Set the range of the temperature sender. This is the maximum that the bargraph display will go to.
This allows the user to zoom into the top half of the bar graph resulting in a higher display resolution. This option set to “ON” is recommended.
Select whether to use the low temperature alarm.
Use this to set the low temperature alarm set-point.
Select whether to use the high temperature alarm.
Use this to set the high temperature alarm set-point.
4.3.3 Calibrating the user defined pressure and temperature sender
1. Enter the number of points that you want to calibrate.
2. Enter the display reading that you want to show when the sender is at that actual display reading.
3.
Enter the ADC (analog to digital converter) reading that corresponds to this display reading.
The ADC reading is shown at the top of the calibration menu if you are applying the actual stimulus from the temperature or pressure sender. You can also manually enter this value if the ADC value is known or pre-calculated.
4. Continue entering display and ADC values until all the points have been entered.
5. Verify the above calibration by checking the temperature/pressure display versus the actual
applied sender stimulus.
TP-1 Operating Manual Page 11
5 Loading Factory default settings
Pressing and holding the F1 and F2 keys simultaneously on power up will cause the TP-1 to load preprogrammed factory default settings. The following screen will be displayed:
6 Operating the alarms
If the alarm is activated, the corresponding item on the display will flash. At the same time the externally available alarm switch will close. The switch will remain closed until any button is pressed to acknowledge the alarm or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator.
The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
7 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The TP-1 is not waterproof. Serious damage could occur if the unit is exposed to water and/or spray jets.
TP-1 Operating Manual Page 12
8 TP-1 Specifications
Operating Temperature Range
-10ºC to 50ºC (14ºF to 122ºF)
Storage Temperature Range
-20ºC to 80ºC (-4ºF to 176ºF)
Humidity
Power Supply
<85% non-condensing
8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and
Current Consumption
Display
reverse voltage protection
Approx. 40mA @ 13.8V (backlight on) 9mA @13.8V (backlight off)
114x64 graphic LCD display. Contrast and backlight is user configurable, green/yellow backlight
ADC
Dimensions
Enclosure
Weight
Alarm contact current rating
Non-volatile memory storage
Temperature sensors
12bit over sampled successive approximation see Infinity series dimensional drawing
2 1/4” ABS, black in color, front or rear mounting
Approx. 116 grams
Open collector transistor switch to ground. Maximum rating 0.5A DC
100000 write cycles
VDO Resistive Senders:
Standard 50ºC to 150ºC resistive temperature sender.
MGL NTC Resistive Sender:
Echlin TS920SA automotive temperature sender
MGL Precision LM335 semiconductor:
Based on National Semiconductor
LM335 temperature sensor
Pressure sensors
Westach Resistive Senders:
The TP-1 supports Westach thermistor type senders.
User defined senders:
The TP-1 has a user sender calibration feature that can be customized for senders not listed above
VDO Resistive Sender:
The TP-1 supports the VDO 2, 5 and 10 Bar senders.
VDO pressure senders used to measure fuel pressure require the fuel isolation kit available from VDO.
Rotax 4-20mA Sender:
The TP-1 supports the 4-20mA pressure sender as used in Rotax 912/914 engines.
The 4-20mA pressure sender uses pin 8 (Yellow) on the DB9 connector.
0-5V Output Pressure Senders: e.g. UMA that outputs a 0-5V signal.
The TP-1 has built in linearisation curves for the UMA T1EU07, T1EU35, T1EU70A ,
T1EU70, T1EU100 and T1EU150
User defined senders:
TP-1 has a user sender calibration feature that can be customized for senders not listed above.
TP-1 Operating Manual Page 13
9 Installation
Temperature senders
Four types of temperature senders can be fitted:
VDO Resistive senders:
A standard 50ºC to 150ºC VDO resistive automotive sender can be used.
MGL NTC resistive senders:
A suitable sender with the same thread used by Rotax can be obtained from MGL
Avionics (manufacturer Echlin).
Most NTC senders require a single wire connected as shown. The sender is grounded via the engine block. The ground terminal of the gauge input should be connected to the engine block. Some NTC senders have two wires. In this case it is not required that the sender housing itself is connected to the engine block. Wire the second wire to the reference ground terminal.
MGL Precision senders (National Semiconductors LM335):
These are senders containing a semiconductor temperature measurement device. They can be used for water or oil temperature. These senders are available in two types: an encapsulated version with a brass housing suitable for Rotax thread; a second uncommitted version contains only the sensor itself. This can be conveniently mounted inside an existing sender housing after you remove the original insides of the sender. This is intended to give you a solution for unusual or difficult to obtain senders.
Connect the Black wire to ground, the Red or green wire to the channel input.
Westach Resistive senders:
The TP-1 supports the Westach thermistor type senders.
User defined senders:
The TP-1 has a user sender calibration feature that can be customized for senders not listed above.
Connect the temperature sender to the orange (Pin 2) or green (Pin 3) wire on the DB9 connector
Pressure senders
Four types of pressure senders can be fitted
VDO Resistive senders:
The TP-1 includes linearisation curves for the VDO 2, 5 and 10 Bar pressure senders.
Connect your VDO/resistive sender to the orange (Pin 2) or green (Pin 3) wire on the DB9 connector.
4-20mA Pressure Senders:
The TP-1 supports the 4-20mA pressure sender as used in Rotax 912/914 engines
Connect your VDO 4-20mA senders white wire to the yellow wire on the DB9 connector (Pin 8).
0-5V output senders:
e.g. UMA that can be used with the TP-1 are those types that have their maximum output voltage of 5V at their maximum pressure output. The TP-1 has built in linearisation curves for the UMA T1EU07, T1EU35,
T1EU70A , T1EU70, T1EU100 and T1EU150
Connect your UMA/Voltage output sender to the orange (Pin 2) or green (Pin 3) wire on the DB9 connector.
User defined senders:
The TP-1 has a user sender calibration feature that can be customized for Resistive, 4-
20mA as well as Voltage output senders.
TP-1 Operating Manual Page 14
Senders that are grounded in the engine block
Single wire senders require that their mounting arrangement (thread) has a very good electrical contact with the engine block. Avoid the use of any sealant or tapes as these may cause a bad electrical connection. Further to this it is very important that the engine block has a good electrical connection to the negative supply terminal of the TP-1. Any voltage drop caused by other equipment on the ground wire will cause incorrect readings. The best way to ensure a good connection is to wire a single connection between the TP-1 ground terminal (any of these terminals) and the engine block.
Do not wire this anywhere else and do not allow any other equipment to use this wire as a current return path.
9.1 Connection Diagram
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The TP-1 can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect voltage and or current readings.
TP-1 Operating Manual
9.2 UMA Voltage output pressure sender (0 to 5V output)
Pinout:
White/Red: +12V
White: Signal
White/Blue: Ground
Shield: Ground
9.3 ROTAX 912/914 4-20mA Pressure sender
Page 15
The sensor cable is approximately 3m long and has 3 leads. The black lead is not to be connected and has no function.
The Red lead from the sensor has to be connected to the positive bus via a fuse or circuit breaker . The white lead
(Output signal) has to be connected directly to the TP-1 Yellow wire (Pin 8).
9.4 TP-1 DB9 Cable connections
DB 9 Pin
1
2
3
4
6
8
9
Color
Black
Orange
Green
NC
Red
Yellow
White
Function
Ground
Channel 1 input (Pressure and
Temperature sender input, resistive and
0-5V)
Channel 2 input (Pressure and
Temperature sender input, resistive and
0-5V input)
Airtalk communication (Not connected)
Used for firmware upgrading
8-30Vdc power
Pressure Sender input (4-20mA)
Alarm Output
TP-1 Operating Manual Page 16
10 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labour. Shipping costs are for the account of the purchaser.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and or sensors, and damage caused by inductive loads.
11 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction.
This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt, experimental and light sport aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilot’s license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.
ALT-1
ALT-2
ASI-1
ASX-1
AV-1
BAT-1
E-3
FF-1
GF-1
MAP-1
RV-1
RV-2
RTC-2
TC-1
TP-1
Other instruments in the Stratomaster Infinity series
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Precision encoding altimeter and vertical speed indicator with a serial RS232 transponder output
Airspeed indicator (ASI) with automatic flight log
Encoding aviation altimeter with serial output and airspeed indicator (ASI)
Artificial horizon and magnetic compass indicator
Battery voltage and current monitor
Universal engine monitor
Fuel Computer (single or dual fuel tanks)
+-10G tilt compensated dual range G-force meter
Manifold pressure and RPM Indicator
Universal engine RPM and rotor RPM Indicator
Universal turbine RPM / RPM factor display
Aviation real time clock (RTC) and outside air temperature (OAT) display
4-Channel thermocouple indicator
Dual channel universal temperature/pressure gauge

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