Note that some of these documents - per the STC - must be maintained as part of the permanent records for the modified aircraft. Such authorization is furnished by Dynon Avionics to the installing party as part of an authorized Dynon STC equipment purchase.
The information listed in this section supports the installation and maintenance of the SkyView HDX System on any approved type certificated airplane. After loading a configuration file, it is incumbent on the installer to ensure the engine information matches the limitations identified in the Airplane Flight Manual AFM and its supplements. At your discretion, you can also screw a screw into the back of the mounting rack on the opposite side.
View the following back view diagram the placement of your pressure lines. To ensure proper operation, at least one of these data sources must be available. Use a wrench to secure the mating pressure line fittings to the corresponding locations on the back of the EFIS-D Do not over-tighten. You will need to provide your own source of static pressure for the EFIS-D and any other instrument in your panel which requires it. This section takes you through these steps to make sure that you have properly installed and configured your EFIS-D The best scenario would include a second person to perform any necessary steps on the unit.
Turn your unit on by energizing the aircraft power to which it is connected. Ensure that the screen is bright and readable and that all instrument displays appear. For most aircraft, the attitude the aircraft assumes at normal cruise speeds will be acceptable.
Do not think of this adjustment as you would the parallax adjustment on a normal attitude indicator. Instead, think of it as a calibration step which is not changed often. It is important that this be done while the aircraft is level to ensure proper pitch and roll display throughout all maneuvers. This section guides you through the calibration and configuration of your magnetic heading indication.
Prior to calibrating your EDC-D10A, you must configure the local magnetic inclination and magnetic intensity as described in the sections below.
In a system already using a shared heading, you may still configure and calibrate the local heading source. The display stays on that source until exiting the magnetic configuration menu. Before doing this, you must obtain these two values for the geographic location where you will be performing the calibration.
Note that this procedure only needs to be done once, prior to magnetic calibration. Moving the aircraft to another location does not require repeating this procedure. Browse to web page: www. Looking up this information does not have to be done on a computer at the plane, with live Internet access. If you are near the equator or in the southern hemisphere, note that the inclination may be negative number.
Press and hold to change values more rapidly. When the display shows the magnetic inclination angle for your location, press BACK to leave the menu. Press SEL to change the digit being incremented or decremented. When the display shows the magnetic intensity for your location, press BACK to leave the menu. This will cause any recorded compass calibration data to be lost; the calibration will need to be restarted.
Turn on the EFIS-D and allow it to warm up for at least 15 minutes before performing the calibration. Align the aircraft pointing magnetic North as closely as possible.
Let the time run out before proceeding. Align the aircraft pointing magnetic East as closely as possible. Align the aircraft pointing magnetic South as closely as possible. Align the aircraft pointing magnetic West as closely as possible.
Press the END button. This pause should last between seconds. However, if the collected data is poor, this can take as long as 5 minutes. Press BACK to leave the menu. The process can be repeated as often as desired. The overall accuracy of the compass depends on the installation location away from any ferrous materials or current carrying wires or devices , the installation alignment aligned with the EFIS-D in pitch, roll, and yaw , and the calibration procedure accurately aligning the aircraft with North, East, West, and South and having the correct magnetic inclination angle loaded into the EFIS-D If the compass performance is not adequate for your usage, we suggest that you investigate each of these factors and try to optimize your installation for each factor.
If the heading shown onscreen is off by a small, but constant amount, you can change a heading offset in the EFIS-D which will correct this. Orient your plane in a known direction, preferably on a compass rose at the airport.
Increment or decrement the value of the heading offset until the EFIS-D heading corresponds to the direction in which your plane is pointed. During the calibration process you may receive one of the following errors.
Next to each one is the corrective action required. This displays the Airpseed Color Threshold menu. In this menu, enter the values for five airspeed constants Vso, Vs1, Vfe, Vno, and Vne , each of which has its own button.
Press SEL to select the digit you wish to increment or decrement. Press BACK to return to the previous menu. You will not be able to see some of the colors until the aircraft has achieved airspeeds in the range of each threshold. This section introduces some concepts that are central to understanding and configuring a network of DSAB-capable Dynon products. It then takes you through a series of simple steps to configure your network, enabling data sharing and HS34 functionality.
Do not proceed with DSAB configuration until you perform all installation, calibration, and configuration steps for each instrument with a display. Display-less instruments — such as the HS34 — cannot be fully configured until DSAB is active, although their physical and electrical installation should be complete. A few concepts must be understood before configuring a DSABconnected system. The most important is that of Dynon products as providers of functions to the network.
These various functions are called roles. Some products, such as the HS34, only have one role on the network; other products can provide multiple roles at a time. When a device has been assigned to provide a role to the network, no other device on the network can provide that role at the same time. The table at right lists all available roles and the products which they can be assigned to. Again, each role can be assigned to no more than one device on the network.
Another important concept is that of the Bus Master. The Bus Master is the instrument which manages communication on the network. Additionally, if Autopilot servos are installed, the Bus Master is the Autopilot. While the Autopilot can be controlled from slave devices, if the Bus Master is not present, the Autopilot will not function.
If the Bus Master is turned off or fails, all data sharing ceases, causing units to display internally-derived data only. The following two diagrams present example DSAB-connected networks.
These examples illustrate and expand upon some of the concepts discussed above. Both diagrams discuss what devices can be assigned various roles and what happens when DSAB fails. Welcome to ManualMachine. We have sent a verification link to to complete your registration. Log In Sign Up. Forgot password? Enter your email address and check your inbox. Please check your email for further instructions. Enter a new password.
Dynon Avionics. Contact Information Dynon Avionics, Inc. Copyright Dynon Avionics, Inc. Limited Warranty Dynon Avionics warrants this product to be free from defects in materials and workmanship for three years from date of shipment. About this Guide In the electronic. The following icons are used in this guide: Any text following this icon describes functionality available only with the HS34 HSI Expansion Module connected to your system.
Wiring Overview The pin assignments for the female pin harness are repeated below. Selecting a Remote Compass Module Location. Keep the EDC-D10A away from any source of magnetic fields such as electrical equipment and currentcarrying wires and ferrous material. It should be mounted with the long axis parallel to the wings, the electrical connector facing toward the front of the plane, and the mounting tabs on the bottom. Install the back shell around the DB9 connector.
Connect to a switched power source. Will not be adversely affected by engine cranking. Keep Alive draws just enough current to keep the clock running. It draws less than 1 milliamp of current when not charging the internal backup battery. Keep Alive is only used in installations with no battery or GPS to keep the clock running when the unit is powered off. Must carry as much as 3 Ground amps. It is recommended that you use pipe clamps at every transition point, including at the sensor itself.
If you notice fluctuations on the manifold pressure reading on the FlightDEK-D , you may need to install a restrictor with a small hole inline between the sensor and the head where the manifold pressure line is split off. You may use this sensor and select the correct sensor type as described in the Oil Pressure Configuration section on page First, mount the oil pressure sensor to a fixed location using an Adel clamp see picture at lower right or other secure method. The oil pressure sensor must not be installed directly to the engine due to potential vibration problems.
An adapter might be necessary for some engines. You must use appropriate pipe fitting adapters and ensure that the case of the sender has a connection to ground. This is critical for functionality. Unscrew the stud cap from the threaded stud. Place the ring terminal on the stud and secure the cap down sandwiching the ring terminal.
Oil Temperature. Ensure that you have the right sensor for your engine. Route the wire from pin 7 on the pin harness to where the oil temperature sensor is mounted.
When routing the wires, make sure that they are secured, so they will not shift position due to vibration. Crimp a 10 ring terminal onto the end of the wire, ensuring that a good connection is made between the wire and the connector. Unscrew the nut from the stud on the oil temperature sensor. Slip the ring terminal onto the stud and secure the nut over it.
As mentioned in the Grounding section on page , the oil temperature sensor is very susceptible to voltage differences between the engine case and the negative terminal of the battery. Ensure that solid, thick, and short electrical connections exist between the engine and battery ground. First, mount the fuel pressure sensor to a fixed location using an Adel clamp or other secure method. The fuel pressure sensor must not be installed directly to the engine due to potential vibration problems.
Next, connect the fuel sensor to the engine using appropriate hoses and fittings. Locate the correct fuel pressure port for your engine. This port must have a pressure fitting with a restrictor hole in it. This restrictor hole ensures that, in the event of a sensor failure, fuel leakage rate is minimized, allowing time for an emergency landing.
Push the two Fastons onto the two terminals on the fuel pressure sensor. Polarity is not important. If you are converting from a GRT EIS system, you must disconnect the external resistor pull-up from the fuel pressure output. This will make the sensor output equivalent to the sensor supplied by Dynon Avionics. Crimp a standard 8 ring terminal onto the brown wire from pin 8.
If the connection between the sensor and your engine is non-metallic, you must connect the sensor case to ground through other means. The best way to accomplish this is by sandwiching a ground-connected ring terminal between the sensor and the mating fitting.
When installing, do not screw fittings more than two full turns past hand tightened. The torque should not exceed inch-lbs. Make note of the numbers on the tag attached to the fuel flow sensor. You will need it in the Fuel Flow Configuration section on page When placing the sensor, ensure that the three wire leads are pointed straight up.
A filter should be placed upstream from the sensor to screen out debris. Placement of the fuel flow sender relative to other items in the fuel system like fuel pumps is left to the builder. The manufacturer of the fuel flow sender does not make strong recommendations on this point. It is not uncommon, though, to place the sender downstream of any auxiliary electric boost pumps but upstream of the engine driven fuel pump.
For best measuring performance, the fuel should travel uphill by one to two inches after leaving the fuel flow sender. If installing on a Rotax , review the following page for recommendations specific to these engines. See General Purpose Inputs section. The FlightDEK-D supports both resistive type sensors as well as capacitive sensors which output a voltage e.
Read the relevant section below for the type that you are installing. Once you have installed your fuel level sensors, you will need to calibrate each of them, as described in Fuel Level Calibration on page Simply connect the output of the sensor you would like to be Fuel Level 1 left tank to pin 20 and the sensor you would like to be Fuel Level 2 right tank to pin You may also connect third and fourth fuel level transducers to the general-purpose inputs of your choice.
See the General Purpose Inputs section on page for more information. Capacitive fuel level sensors are only supported on the Fuel Level 1 and Fuel Level 2 inputs. Additionally, your capacitive sensor needs to output a variable voltage within the ranges of Vdc. If the sensor manufacturer requires a sensor calibration, perform that calibration first. Do not connect capacitive fuel level sensors to any of the general-purpose inputs. The ammeter shunt should be mounted so that the metal part of the shunt cannot touch any part of the aircraft.
The ammeter shunt can be installed in your electrical system in one of three locations as shown in the simplified electrical diagram below. In this position, it will show both positive and negative currents. Note that the ammeter shunt is not designed for the high current required by the starter and must not be installed in the electrical path between the battery and starter.
Cut the wire where you would like to install the ammeter shunt. Strip the wire and crimp on the ring terminals. Using a Phillips screwdriver, remove the two large screws one on either end of the shunt , slip the ring terminals on, and screw them back into the base. There are two methods for accomplishing this. These fusable links are cost effective and simple way to protect against short-circuit failures.
Now, crimp the two supplied 8 ring terminals onto the wires using the fusing method chosen above. Connect the other ends of the fuses to the Amps High and Amps Low leads pins 24 and 25 on the 37 pin harness. Unscrew the two smaller screws on the ammeter shunt. Slide the ring terminals onto them and screw them back into the base. If you find that the current reading on the FlightDEK-D is the opposite polarity of what you want, swap the two signal inputs Amps High and Amps Low to obtain the desired result.
All metal on the shunt is at the same voltage as — and carries the same risks as — the positive terminal on the battery. Improperly installing the ammeter shunt can result in high current flow, electrical system failure, or fire.
The instrument has 3 GP general-purpose inputs which can be used for a variety of sources. It is important that the OAT probe be mounted somewhere on the skin of the airplane where it will not be affected by heat sources sun, engine, airplane interior, etc. The ideal location would receive no heat from the aircraft engine or any other source in the airplane body.
While this may be impractical, it is a good idea to mount the probe as far away from heat sources as possible. Generally, avoid these three locations:. Cut the zip-tie off the coil of cable attached to the OAT probe. String the nylon washer down the cable and over the threaded end of the OAT probe. From outside the skin of the airplane, insert the cable first and then the threaded end of the OAT probe. From within the skin of the airplane, gently pull the cable until the threaded end of the OAT probe pokes through the hole.
Thread the nylon nut down the cable and up to the threaded end of the OAT probe. Spread some Loctite around the threads of the OAT probe. Twist the nut onto the threads of the OAT probe and tighten. When routing wires for this sensor, try to keep wires away from radios, ignition, or other electronics.
This is located after the main nozzle, before the throttle valve. You must remove the plug in the carburetor housing below the throttle valve. On 4-cylinder engines which use the Marvel Schebler MA-3 carburetors, this plug is located on the forward side. On 6-cylinder engines using the MA-4 carburetor, the plug is located on the rear.
If your carburetor is not drilled and tapped for the plug, you must remove the carburetor from the engine and drill out the lead plug in the appropriate spot. Remove all chips and burrs before reinstalling. Route either of the two wires to an electrical ground. Route the other wire to the general-purpose input of your choice. You may connect up to two resistive fuel level sensors to the GP inputs. Generally, this should only be done if the plane has more than two tanks and the dedicated fuel level inputs are already used.
Connect the output of the fuel level sensor to the desired GP input. Locate the left-side CHT sensor screwed into the bottom side cylinder head 2; slide the Faston connected to GP1 input onto it. Locate the left-side CHT sensor screwed into the bottom side cylinder head 3; slide the Faston connected to GP2 input onto it.
You will find two 1. Repeat this with the right CHT sensor. See chart on page Dynon Avionics does not sell trim or flaps position sensors. These are normally included with, or added on to, their respective servos. Most flap and trim sensors are potentiometers variable resistors which require power and ground inputs, and supply an output that is a function of position. All of these values will work properly with the FlightDEK-D , as there is a calibration required, as described on page Connect the output of the sensor to the desired GP input.
For physical installation, refer to the instructions that came with your position sensor. EMS harness Color. Desired GP input. Ground pin. Ground in common to EMS. You will be using one of these resistors for proper installation of this sensor. The Dynon-supplied coolant pressure sensor is a psi sensor Dynon part First, mount the pressure sensor to a fixed location using an Adel clamp or other secure method.
The pressure sensor must not be installed directly to the engine due to potential vibration problems. Next, connect the sensor to the coolant line using appropriate hoses and fittings.
Locate or drill and tap the pressure port along the coolant line. This restrictor hole ensures that, in the event of a sensor failure, coolant leakage rate is minimized, allowing time for an emergency landing. Using a crush washer between the sensor and the mating line, screw the sensor into the fitting. Do not over tighten. Ensure that a good connection is made between the wire and the connector and resistor, if spliced in at that point.
Unscrew the nut from the stud on the coolant temperature sensor. You may connect an OAT probe and configure it as a general purpose temperature measurement e.
Refer to the Outside Air Temperature Sensor section on page for installation information and to the General Purpose Temperature section on page for configuration information. Contacts are used for a variety of purposes, such as monitoring canopy closure. The EMS firmware reads the state of two contact inputs, reporting whether each input is open no connection to ground or closed connection to ground.
The voltage on the contact inputs must not exceed 15V. The Contacts Configuration section on page walks you through the process of naming the contact inputs.
Dynon Avionics does not supply a specific general purpose thermocouple probe for this purpose. Ensure you order the correct wire type for the thermocouple you intend to use. Crimp a female D-sub pin on the end of each wire, and plug them into the D37 connector. Polarity is important, so ensure that you are routing the positive side yellow for K-type; white for J-type of the thermocouple to pin 27 on the pin harness, and the negative side to pin This section provides you with the information needed to physically and electrically install the FlightDEK-D If the needle deviates significantly from magnetic north in any given area, that location would not be ideal for the EDC-D10A.
It should be mounted with the long axis parallel to the wings, the electrical connector facing toward the front of the plane, and the mounting tabs on the bottom. Many stainless steel screws are magnetic. If the item is attracted to a magnet, it should not be used in the installation. This means keeping the EDC-D10A away from any ferrous nuts, bolts, and screws, aircraft tubing, as well as from wires or devices carrying any appreciable current such as strobe light wiring, autopilot servos, or other electronics.
The Dynon-supplied harness colors are listed, as well. The EDC cable in the harness supplied by Dynon consists of 4 conductors, surrounded by a metal shield and white insulation. These 4 wires are terminated with crimped female D-sub pins wrapped in plastic tubing. If you are building your own cable, we recommend that you use shielded cable as well. Note that Dynon has shipped harnesses with different colors for the EDC cable; determine your connections using the two sets of colors in the table above.
Correct wiring installation can be easily verified once completed. Connect this wire to ground. Of the three, only Primary Power is required to operate the instrument. The other two inputs provide redundancy. Below is a table that explains the three inputs and their purposes. All three of these inputs share a common ground signal, wired to pin 3 on the EFIS connector. Provides primary power to the instrument. Connect to a switched power source. Will not be adversely affected by engine cranking.
A very low current power input which is only used if both Master and External Backup Power are not applied. Keep Alive draws just enough current to keep the clock running and keep the optional battery charged. It draws less than 1 milliamp of current when not charging the internal battery.
When charging a completely dead internal battery, the Keep Alive line can draw an average of 0. The internal battery will maintain charge without Keep Alive connected as long as the master switch power is turned on for at least 1 hour per month.
Connect to ground. Must carry as much as 3 amps. Refer to the Grounding section on page for more detailer information. The transition from Primary Power to External Backup Power will bring up a warning, requiring you to press ACK within 30 seconds to keep the unit operating. This warning will also display when transitioning from either Master or External Backup to Internal Battery power. It is also used for logging all EFIS-related data. The serial port on the EMS harness is used only for logging all engine-related data.
On the EFIS pin wiring harness available from Dynon, there are three wires bundled together, terminating in a standard DB9-pin female connector. If you did not purchase a harness from Dynon, obtain a 9-pin D-sub connector and make the three connections shown in the table. For more information, see the help file included in the Dynon Product Support program. On the EMS pin wiring harness available from Dynon, there are three wires bundled together, colored orange, yellow, and black, and terminating in a standard D-sub 9-pin female connector.
GPSs known to work. Garmin , Garmin 96, 96c, , , , Garmin , , , , , including WAAS. Lowrance handhelds. Garmin XL. Other GPSs are untested, but may work. Refer to the HS34 Installation and Configuration section on page for device connection details. GPSs with limited functionality. Possibly works with latest Dynon product firmware, but untested. Requires manual configuration.
See note at left. Does not output all needed sentences. Time output is wrong. The following connection schemes assume that the external devices share a common ground with the Dynon product s. If your GPS is battery powered, and not normally connected to aircraft ground, you must connect the ground pin on its serial output to a ground common to the FlightDEK-D However, some GPSs, such as the Garmin and , do not report time in their serial output stream.
Read the section below that corresponds to your configuration of Dynon products. This is the same Serial Rx line that is used for firmware updates. If you have both a GPS unit and an SL30, you will need to wire the two transmit lines to a 3-way switch; connect the output of the switch into pin 22 on the EFIS harness.
The HSI auto-detects the switched instrument and will change modes automatically. There is no need to break this connection when doing PC updates. You can display either source on the HSI using the softkeys. Please refer to page for more information on the installation of this option. The FlightDEK-D outputs its altitude measurements in one of four standard serial outputs and is readable by many modern transponders. The FlightDEK-D will function properly whether or not this altitude encoder functionality is used.
There are four different serial formats used by transponders. To select which format the FlightDEK-D sends out its serial encoder output port, you must choose the appropriate format via the menu system.
When in the Altitude Encoder Setup menu, you can toggle the resolution of the output between 10 and feet; this accommodates some transponders which can input and display altitude in 10 foot increments. In this menu, you can also select between the four different output formats, which are described below. Dynon has shipped harnesses with different colors for Encoder serial transmit line. Determine your connections using the table above.
There are four formats used by serial transponders. ALT, space, five altitude bytes, carriage return. You may use any standard LED or incandescent lamp 1. Ensure that the lamp is designed for the voltage of your system. Mount it to your panel according to its recommendations. During an alarm condition, this pin is connected to ground, causing current to flow through the lamp, lighting it. If you only plan to use one of the audio alarm outputs, connect only its wire to the variable resistor.
Refer to the HS34 Wiring section on page for more information. Ensure that it is connected similar to the following diagram.
You may obtain the variable resistor from Radio Shack part or other electronics supplier. In that menu, press the TEST button. While the button is held down, the AOA alarm will sound. Adjust the variable resistor until the volume in the intercom or audio panel is at an acceptable level. Verify that this volume is acceptable for EMS alarms, which have a different tone. Press and hold SEL to generate a tone on the audio output. Verify that the volume is acceptable. The Dynon Smart Avionics Bus is the only way Dynon products can communicate with one another, providing features such as data sharing and alarm notification.
DSAB is a multi-drop bus, meaning several devices can be connected to the same 2 wires. If you have an EMS and EFIS product connected via their serial ports through a null modem, you should disconnect this legacy interface. If you have 3 or more devices in your system, and one of them is an EMS-series product, we recommend you locate it in the middle of your wiring scheme as shown below.
This eliminates the need to splice two wires together. Note that the instrument and tray extend about 4.
Use the dimensions in inches found on the diagram to plan for the space required by the instrument. Take the following considerations into account when selecting a mounting location for the FlightDEK-D Avoid placing the instrument near heater vents or any source of extremely hot or cold air. Plan a panel location that allows convenient viewing of the instrument with no obstruction.
The unit must be aligned as close as possible with the longitudinal and lateral axes of the airplane. The firmware supports an adjustment for panel tilt, but not for mounting errors in yaw or roll. Correct attitude performance depends on mounting the FlightDEK-D square with the direction of flight. Ensure that the dimensions of the cutout are: 6. Place the Dseries mounting tray behind the cutout. Secure it to your panel in whatever way you desire. Riveting it to the panel is ideal, but drilling holes for mounting screws and nuts will work as well.
You may cut off 2 horizontal or vertical tabs from the mounting tray to minimize the space taken up behind the panel. At your discretion, you can also screw a screw into the back of the mounting rack on the opposite side.
To ensure proper operation, you MUST connect these ports to the pitot and static systems in your plane. View the following back view diagram the placement of your pressure lines. Use a wrench to secure the mating pressure line fittings to the corresponding locations on the back of the FlightDEK-D Do not over-tighten. You will need to provide your own source of static pressure for the FlightDEK-D and any other instrument in your panel which requires it.
During manufacture, your FlightDEK-D underwent a comprehensive calibration, verification, and burn-in routine that minimizes setup time and ensures that your EFIS meets Dynon's stringent performance specifications. To account for your individual preferences and your aircraft's particular setup, there are a few simple calibration and configuration steps that you must complete before using your FlightDEK-D This section takes you through these steps to make sure that you have properly installed and configured your FlightDEK-D The best scenario would include a second person to perform any necessary steps on the unit.
Turn your unit on by energizing the aircraft power to which it is connected. Ensure that the screen is bright and readable and that all instrument displays appear. NOTE: For the purposes of this setting, level is defined as the attitude at which the airplane's longitudinal axis is parallel to the ground.
For most aircraft, the attitude the airplane assumes at normal cruise speeds will be acceptable. Do not think of this adjustment as you would the parallax adjustment on a normal attitude indicator. Instead, think of it as a calibration step which is not changed often. It is important that this be done while the aircraft is level to ensure proper pitch and roll display throughout all maneuvers. This section guides you through the calibration and configuration of your magnetic heading indication.
Prior to calibrating your EDC-D10A, you must configure the local magnetic inclination and magnetic intensity as described in the sections below. In a system already using a shared heading, you may still configure and calibrate the local heading source.
The display stays on that source until exiting the magnetic configuration menu. Before doing this, you must obtain these two values for the geographic location where you will be performing the calibration.
Note that this procedure only needs to be done once, prior to magnetic calibration; moving the aircraft to another location does not require repeating this procedure. This page lists instructions for finding your local magnetic inclination and intensity and will point you to a site where you can input your ZIP code in the US or your latitude and longitude. Ensure that you enter the location where you will actually be performing the calibration.
If they are, your zip code may not be in the NOAA database. If this happens, try another zip code nearby. In most of North America and Europe, this value should be between 50 and 80 degrees. Press and hold to change values more rapidly. When the display shows the magnetic inclination angle for your location, press BACK to leave the menu. Press SEL to change the digit being incremented or decremented. When the display shows the magnetic intensity for your location, press BACK to leave the menu.
This will cause any recorded compass calibration data to be lost; the calibration will need to be restarted. To perform the calibration, you will need the following:. Refer to the Magnetic Inclination section above for information about determining the magnetic inclination angle and loading it into the FlightDEK-D An accurate method of aligning the airplane with magnetic North, East, South, and West.
An airport compass rose works well. Turn on the FlightDEK-D and allow it to warm up for at least 15 minutes before performing the calibration. Align the airplane pointing magnetic North as closely as possible. Let the time run out before proceeding. Align the airplane pointing magnetic East as closely as possible.
Align the airplane pointing magnetic South as closely as possible. Align the airplane pointing magnetic West as closely as possible. Press the END button. This pause should last between seconds. However, if the collected data is poor, this can take as long as 5 minutes. Press BACK to leave the menu. The process can be repeated as often as desired. The overall accuracy of the compass depends on the installation location away from any ferrous materials or current carrying wires or devices , the installation alignment aligned with the FlightDEK-D in pitch, roll, and yaw , and the calibration procedure accurately aligning the aircraft with North, East, West, and South and having the correct magnetic inclination angle loaded into the FlightDEK-D If the compass performance is not adequate for your usage, we suggest that you investigate each of these factors and try to optimize your installation for each factor.
If the heading shown onscreen is off by a small, but constant amount, you can change a heading offset in the FlightDEK-D which will correct this. Orient your plane in a known direction, preferably on a compass rose at the airport.
Increment or decrement the value of the heading offset until the FlightDEK-D heading corresponds to the direction in which your plane is pointed. This displays the Airpseed Color Threshold menu. In this menu, enter the values for five airspeed constants Vso, Vs1, Vfe, Vno, and Vne , each of which has its own button. Perform the following steps for each airspeed constant:. Press SEL to select the digit you wish to increment or decrement.
Press BACK to return to the previous menu. Note that you will not be able to see some of the colors until the aircraft has achieved airspeeds in the range of each threshold. Once the engine sensors are physically installed, you must configure the FlightDEK-D to recognize and correctly display all engine parameters. The buttons are numbered one to six, left to right. With the instrument powered on and the EMS main page displayed, press any button except the leftmost and rightmost buttons, reserved for hotkey screen switching beneath the EMS main page to bring up the menu.
This information is used by the FlightDEK-D to determine which sensor is installed for a given function. The various supported sensors and their types are described below, starting at page In the various sensor setup menus, you will be configuring the alarms and color thresholds.
Below is an introduction to the principles used. OFF — When the selected sensor enters the red portion of its analog gauge, no alarm will be sounded. Use this mode if you have not installed the selected sensor or do not wish to be alerted when its value is beyond the norm. If the given parameter enters normal values i. See the Global Parameters Setup on page for information about disabling alarms at startup. All displayed analog bars have color thresholds which must be set.
Navigate to each threshold to increment or decrement it. Each number represents the value — in the units of the displayed parameter. So, in the picture above, the top section of the oil pressure analog bar is set to 99 PSI; the threshold between the upper portion of red and the upper portion of yellow is set to 95 PSI; and so on.
Some sensors have color thresholds on the high and low side; others have thresholds on only one side or the other. This depends on the individual value being displayed and whether its being too high or too low is noteworthy. Whenever a value is in normal operating conditions green on the analog bar , its displayed numeric value will be white.
When any value enters a yellow or red zone on its analog bar, the respective numeric value will change colors accordingly. During install, you may want to change the units to the setting that is convenient for you. If you are not the intended pilot using the instrument, he or she may easily change units to whatever they desire without affecting calibration or configuration. If you are using an 8. If you do not have a fuel flow sender, you will still get a percent power reading based on rich-of-peak calculations only; in this state, entering leaning mode will remove the percent power display.
For Rotax 9-series engines, select 2 to indicate the fact that the EMS will be monitoring the left and right pairs of cylinders. The split display presents CHTs and EGTs in separate locations as horizontal bars, and is available for 2 and 4 cylinder displays. When you are finished, press BACK.
Prior to calibrating your fuel tanks, ensure that you have made the correct fuel level sensor type selection as described on page You are presented with the screen shown below. The menu reflects the number of fuel tanks selected in the Global Parameters Setup , as described on page Begin with empty tanks and be ready to fill them to capacity with an accurate way of adding fuel in defined increments i. Orient your plane into level flight attitude, and repeat the following steps for each tank you wish to calibrate.
Enter the approximate number of gallons or liters the tank can hold. It is not necessary to be precise. This number is only used to determine reasonable fuel addition increments in the next steps. Press NEXT. Follow the on-screen instructions until the completion of your fuel calibration. Ensure that the mV values just after the colon change throughout the range of pours. Refer to the Dynon Product Support Program help file for more details on this process.
Keep the firmware backup file in a place on your computer where you can easily find it again. In addition to calibrating your fuel tanks, you may make a few settings that will enhance the functionality of the fuel computer. This is used to calculate fuel remaining and other values, as well as allowing you to reset the fuel computer to a full fuel value with one button press. The fuel computer will check the fuel level senders at boot and prompt the pilot to add fuel when it measures an increase beyond the set threshold.
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