Common EMS Questions
- 1 I'm using an engine that Dynon does not have a configured probe package for. Will Dynon's EMS products work for me? What do I buy?
- 2 Do I need to connect my battery to the Fuel Flow Power (12V)?
- 3 Are your CHT and EGT thermocouples the grounded or ungrounded type?
- 4 How many pulses per revolution should I set my tach setting to?
- 5 Regarding the new generation products and their backwards compatibility with the existing products...What if someone wants the new system plus a D10A? Or, you have a D180 and want to display engine info on the new screen?
- 6 For those of us with existing engine monitors from Dynon, will the new generation products be backwards compatible with the connector and sensors?
- 7 The sensor package does not include the gasket for the Oil Temperature probe. What should I use?
- 8 Do Dynon EMS products support the Rotax 914?
I'm using an engine that Dynon does not have a configured probe package for. Will Dynon's EMS products work for me? What do I buy?
CHT/EGT: Any type J thermocouple will work for CHTs. Any type K thermocouple will work for EGTs. Dynon sells a couple of different types of CHTs, but they are fairly specific to Lycoming/Continental/Jabiru engine fitment. However, large retailers such as Aircraft Spruce stock ring terminal style CHT probes in a few different sizes. Dynon stocks EGT probes in a few different sizes. See the downloadable price list for details.
Other pressure/temperature/etc measurements: Generally, only Dynon-supplied sensors (and a few other non-Dynon sensors as specified in the installation manuals ) will work for oil temperature, pressure, fuel pressure, OAT, Carb air temp, amps, etc. The fittings for each sensor can be found on the Dynon Avionics downloadable price list . You may need to fashion/design an adapters for some sensors to mate them to your engine / plumbing.
Fuel Level: Dynon does not supply these for any aircraft, but any resistive ("float") type probe will work (up to four when using two general purpose inputs), as will active probes (up to 2) with a variable 0-5 VDC output. Frequency output fuel level sensors will not work.
RPM: The EMS is looking for pulses which get above 10V and get down to about ground. On Lycoming/Continental engines, this can be sensed through the magneto p-leads (with a resistor installed). On Rotax 912, the 5th trigger coil suffices. On Jabiru engines, an alternator wire works. You'll need to find a suitable output from your engine.
Harnesses: You could build your own, but more likely you'll want one of the Dynon Main EMS sensor harnesses, and one of the CHT/EGT harnesses as appropriate for the number of cylinders on your engine.
Do I need to connect my battery to the Fuel Flow Power (12V)?
No. The fuel flow power (12V) is an output from the EMS to the fuel flow sender. It is not advised to connect an external power source to this pin on the harness.
Are your CHT and EGT thermocouples the grounded or ungrounded type?
The thermocouples we sell are the grounded type.
How many pulses per revolution should I set my tach setting to?
Jabiru 2200A engines = 5
Jabiru 3300 engines w/ three phase = 4
Jabiru 3300 engines with single phase = 6
Rotax 912 = 1
Regarding the new generation products and their backwards compatibility with the existing products...What if someone wants the new system plus a D10A? Or, you have a D180 and want to display engine info on the new screen?
The EFIS-D100, EMS-D120, FlightDEK-D180, EFIS-D10A, and EMS-D10 will all still be for sale for the foreseeable future. We are not canceling any of our currect products. Over time, the D100, D120, and D180 will likely phase out in favor of the next generation system equivalents, which will have all of the same capabilities and much more.
All of our products will be supported for years - with repairs, technical support, and any bug fixes that are needed. There is no way that Dynon would ever stop supporting a past customer. We think one of the reasons we've been successful is that we've tried our best to support all of our customers, and that will continue to be the case. Call us with a question or a repair on a EFIS-D10, a product we haven't sold for over 4 years, and we'll still help with any question or problem you may have.
That being said, we are going to be winding down new feature development on the current series of products after the autopilot is released. After four years, we're reaching the limits of what we're able to do with the computing power in the current products. The major features that our customers have been asking for - such as synthetic vision, moving map, thin screens, etc - are not features that we can implement on our current hardware.
We've also learned a lot with the last generation of products, and to remain competitive we need to take all of that knowledge and translate it into the best avionics we can possibly build. To do this effectivlely and efficiently, we have we have to draw some lines between what we have now and what we'll be building next. For example, making DSAB work between the current and new products would be a huge software effort. If we put our limited resources there, development all of our products would slow down, and we're already a busy bunch over here.
We believe there's an easier way to cross the compatibility border, and that's the offer for trade-in credit on old units. If you are interested in the new system, then we'll take what you have and give you credit towards the next system. It's win-win: you get the new system, a new warranty, and we get to focus on our new product development.
We think that this trade-in program is a type of support that is uncommon in fast-moving technology (will Apple give you credit for your 2 year old iPod, or Dell for your old lappy?), but we want to do it anyway. We really do appreciate all of your business, and we want you to continue to grow with us. What's better than being sure that your past financial investment will continue to be an investment in the latest products from Dynon?
For those of us with existing engine monitors from Dynon, will the new generation products be backwards compatible with the connector and sensors?
The current EMS harness and sensors will plug right in.
The sensor package does not include the gasket for the Oil Temperature probe. What should I use?
The part is AN900-10, a soft copper "crush washer" designed to both seal and withstand the operating temperatures of the engine. Aircraft Spruce has these here.
Do Dynon EMS products support the Rotax 914?
This is information for the Rotax 914. There are a few differences from the 912.(We do not have access to a 914 at Dynon, so we are depending on customer feedback for some of this information.)
1) WIRING: The installation is mostly the same as the 912 except the 914 uses a TCU (turbo control unit). To get a tach output from the TCU a customer reports that the following works (Note, confirmation of this from additional customers would be appreciated) : - Obtain the Tach output from the TCU and not the 5th trigger coil as directed in the install manual for the 912. - Output comes off pin 13 of the TCU. No resistor required. - Ground pin 26 of the TCU
2) EGT PROBES: The 914 typically uses an exhaust manifold that has drilled and threaded bosses for EGT probes. Many customers prefer to use these ports for the 914 instead of using the hose clamps that Dynon typically provides, as using the threaded probes eliminates drilling additional holes in the exhaust manifold. Any type K thermocouple with the appropriate threads will work. Two that may work are the Westach 712-4D6K and UMA 2B30.
3) FUEL PRESSURE: The 914 uses a different fuel pressure sensor. The UMA 1EU007D can be used for this purpose (SkyView only). For D10/D100 series products, a separate gauge and sensor must be used.
4) FUEL FLOW: If you want to measure fuel flow, you will want to install two fuel flow senders. One for fuel flow in, and one for the return fuel flow. SkyView accepts two fuel flow inputs, and subtracts the return from the input to obtain total fuel used.