FlightDEK-D180 Installation Guide

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FlightDEK-D180

Installation Guide

This product is intended for the experimental and Light Sport aircraft categories and is not approved for installation in type certificated aircraft

Revision D

October 1, 2007

Copyright © 2008 by Dynon Avionics


Contact Information

Dynon Avionics, Inc.

19825 141st Place NE

Woodinville, WA 98072

Phone: (425) 402-0433Fax: (425) 984-1751

www.dynonavionics.com

Copyright

Ó 2007 Dynon Avionics. All rights reserved. No part of this manual may be reproduced, copied, transmitted, disseminated or stored in any storage medium, for any purpose without the express written permission of Dynon Avionics. Dynon Avionics hereby grants permission to download a single copy of this manual and of any revision to this manual onto a hard drive or other electronic storage medium to be viewed for personal use, provided that such electronic or printed copy of this manual or revision must contain the complete text of this copyright notice and provided further that any unauthorized commercial distribution of this manual or any revision hereto is strictly prohibited.

Information in this document is subject to change without notice. Dynon Avionics reserves the right to change or improve its products and to make changes in the content without obligation to notify any person or organization of such changes. Visit the Dynon Avionics website (www.DynonAvionics.com) for current updates and supplemental information concerning the use and operation of this and other Dynon Avionics products.

Limited Warranty

Dynon Avionics warrants this product to be free from defects in materials and workmanship for three years from date of shipment. Dynon Avionics will, at its sole option, repair or replace any components that fail in normal use. Such repairs or replacement will be made at no charge to the customer for parts or labor. The customer is, however, responsible for any transportation cost. This warranty does not cover failures due to abuse, misuse, accident, improper installation or unauthorized alteration or repairs.

THE WARRANTIES AND REMEDIES CONTAINED HEREIN ARE EXCLUSIVE, AND IN LIEU OF ALL OTHER WARRANTIES EXPRESSED OR IMPLIED, INCLUDING ANY LIABILITY ARISING UNDER WARRANTY OF MERCHANTABILITY OR FITNESS FOR A PARTICULAR PURPOSE, STATUTORY OR OTHERWISE. THIS WARRANTY GIVES YOU SPECIFIC LEGAL RIGHTS, WHICH MAY VARY FROM STATE TO STATE.

IN NO EVENT SHALL DYNON AVIONICS BE LIABLE FOR ANY INCIDENTAL, SPECIAL, INDIRECT OR CONSEQUENTIAL DAMAGES, WHETHER RESULTING FROM THE USE, MISUSE OR INABILITY TO USE THIS PRODUCT OR FROM DEFECTS IN THE PRODUCT. SOME STATES DO NOT ALLOW THE EXCLUSION OF INCIDENTAL OR CONSEQUENTIAL DAMAGES, SO THE ABOVE LIMITATIONS MAY NOT APPLY TO YOU.

Dynon Avionics retains the exclusive right to repair or replace the instrument or firmware or offer a full refund of the purchase price at its sole discretion. SUCH REMEDY SHALL BE YOUR SOLE AND EXCLUSIVE REMEDY FOR ANY BREACH OF WARRANTY.

These instruments are intended for experimental and Light Sport aircraft only at this time. Dynon Avionics makes no claim as to the suitability of its products in connection with FAR 91.205.

Dynon Avionics’ products incorporate a variety of precise, calibrated electronics. Except for replacing the optional internal backup battery in EFIS-based products per the installation guide, our products do not contain any field/user-serviceable parts. Units that have been found to have been taken apart may not be eligible for repair under warranty. Additionally, once a Dynon Avionics unit is opened up, it will require calibration and verification at our Woodinville, WA offices before it can be considered airworthy.


Table of Contents

[#_Toc179193338 Contact Information. iii]

[#_Toc179193339 Copyrightiii]

[#_Toc179193340 Limited Warranty. iii]

[#_Toc179193341 1.Introduction1-1]

[#_Toc179193342 OEM Installations. 1-1]

[#_Toc179193343 Warning. 1-1]

[#_Toc179193344 About this Guide. 1-1]

[#_Toc179193345 Menu Descriptions. 1-2]

[#_Toc179193346 2.Wiring Overview2-1]

[#_Toc179193347 Recommended Wiring Practices. 2-1]

[#_Toc179193348 Power Requirements. 2-1]

[#_Toc179193349 Grounding. 2-2]

[#_Toc179193350 +5V Excitation. 2-3]

[#_Toc179193351 Thermocouple Harness Preparation. 2-3]

[#_Toc179193352 Harness Mating. 2-3]

[#_Toc179193353 25-Pin Female EFIS Harness. 2-4]

[#_Toc179193354 37-Pin Female EMS Harness. 2-7]

[#_Toc179193355 25-Pin Male EMS Harness. 2-9]

[#_Toc179193356 3.Transducer Installation3-1]

[#_Toc179193357 Tools and Equipment Required. 3-1]

[#_Toc179193358 Exhaust Gas Temperature (EGT) Probes. 3-2]

[#_Toc179193359 Cylinder Head Temperature (CHT) Probes. 3-3]

[#_Toc179193360 Tachometer3-4]

[#_Toc179193361 Manifold Pressure Sensor3-5]

[#_Toc179193362 Oil Pressure Sensor3-6]

[#_Toc179193363 Oil Temperature Sensor3-6]

[#_Toc179193364 Fuel Pressure Sensor3-7]

[#_Toc179193365 Fuel Flow Sensor3-8]

[#_Toc179193366 Fuel Level Sensor3-10]

[#_Toc179193367 Ammeter Shunt3-11]

[#_Toc179193368 General Purpose Inputs. 3-12]

[#_Toc179193369 Contacts. 3-16]

[#_Toc179193370 General Purpose Thermocouple. 3-17]

[#_Toc179193371 4.Instrument Installation4-1]

[#_Toc179193372 Selecting a Remote Compass Module Location. 4-1]

[#_Toc179193373 EDC-D10A Communication Cable. 4-2]

[#_Toc179193374 Power Inputs. 4-3]

[#_Toc179193375 Serial Communication Cables. 4-4]

[#_Toc179193376 SL30 and/or GPS connection. 4-5]

[#_Toc179193377 Altitude Encoder Wiring. 4-7]

[#_Toc179193378 External EMS Warning Light4-9]

[#_Toc179193379 Audio Alert Outputs. 4-9]

[#_Toc179193380 Dynon Smart Avionics Bus (DSAB) Wiring. 4-10]

[#_Toc179193381 Panel Location and Mounting. 4-11]

[#_Toc179193382 Connecting Static & Pitot Lines. 4-12]

[#_Toc179193383 5.EFIS Calibration and Configuration5-1]

[#_Toc179193384 Ensuring Proper Installation. 5-1]

[#_Toc179193385 Setting Zero Pitch (In flight)5-1]

[#_Toc179193386 Compass Heading Calibration. 5-1]

[#_Toc179193387 Configure Airspeed Color Thresholds. 5-4]

[#_Toc179193388 6.EMS Configuration6-1]

[#_Toc179193389 Full-Page Setup Menu Overview.. 6-1]

[#_Toc179193390 Alarm and Color Threshold Configuration. 6-2]

[#_Toc179193391 Global Parameters Setup. 6-3]

[#_Toc179193392 Fuel Level Calibration. 6-4]

[#_Toc179193393 Trim Calibration. 6-5]

[#_Toc179193394 Flaps Calibration. 6-6]

[#_Toc179193395 Tachometer6-7]

[#_Toc179193396 Manifold Pressure. 6-7]

[#_Toc179193397 Oil Pressure. 6-8]

[#_Toc179193398 Oil Temperature. 6-8]

[#_Toc179193399 Exhaust Gas Temperature (EGT)6-8]

[#_Toc179193400 Exhaust Gas Temperature (EGT)6-9]

[#_Toc179193401 Cylinder Head Temperature (CHT)6-10]

[#_Toc179193402 Fuel Level6-12]

[#_Toc179193403 Fuel Pressure. 6-12]

[#_Toc179193404 Fuel Flow.. 6-13]

[#_Toc179193405 Voltage. 6-14]

[#_Toc179193406 Current6-14]

[#_Toc179193407 General Purpose Inputs. 6-15]

[#_Toc179193408 Contacts. 6-17]

[#_Toc179193409 General Purpose Thermocouple. 6-17]

[#_Toc179193410 7.DSAB Configuration7-1]

[#_Toc179193411 Network Concepts. 7-1]

[#_Toc179193412 Example Networks. 7-1]

[#_Toc179193413 Initial Setup. 7-4]

[#_Toc179193414 Brightness Configuration. 7-5]

[#_Toc179193415 Network Status. 7-5]

[#_Toc179193416 8.Appendix8-1]

[#_Toc179193417 Appendix A: Instructions for Continued Airworthiness. 8-1]

[#_Toc179193418 Appendix B: Dynon EFIS OAT Probe Installation and Usage. 8-7]

[#_Toc179193419 Appendix C: HS34 Installation and Configuration. 8-10]

[#_Toc179193420 Appendix D: Dynon AOA/Pitot Installation and Calibration. 8-21]

[#_Toc179193421 Appendix E: Encoder Serial-to-Gray Code Converter Installation. 8-29]

[#_Toc179193422 Appendix F: Capacitance-to-Voltage Converter Installation. 8-32]

[#_Toc179193423 Appendix G: Replacing the FlightDEK-D180 battery pack. 8-33]

[#_Toc179193424 Appendix H: Weights. 8-33]

[#_Toc179193425 Appendix I: FlightDEK-D180 Specifications. 8-35]


Contents

1.Introduction

This manual provides information about the physical, electrical, and plumbing installation of the FlightDEK-D180, EDC-D10A, optional AOA pitot probe, and all engine sensors purchased from Dynon Avionics. Additionally, this guide deals with setting up the installation-dependant firmware options. Because you may not have purchased all the components, you need only read through the relevant sections of this guide. Information about the operation of this instrument can be found in the FlightDEK-D180 Pilot’s User Guide.

The EFIS component of the FlightDEK-D180 uses solid-state sensor technology to give an accurate and easy-to-understand display. To ensure accuracy in its readings, it is very important that you install the instrument correctly and perform the specified calibration steps. This installation guide helps you through that process.

OEM Installations

If your FlightDEK-D180 is installed by an OEM distributor, you may find that you are unable to access some menus and settings. Some Dynon distributors customize various areas of the FlightDEK-D180 firmware to maintain a consistent pilot experience and minimize integration issues across a large number of installations. Currently, OEMs can customize access levels to the following settings on Dynon systems: EMS GLOBAL setup menu, EMS SENSOR setup menu, fuel calibration, trim calibration, flaps calibration, GPS/NAV setup menu, screen configurations, and checklists/data panels. OEM distributors have the option of customizing some or all of these areas. Please contact your aircraft's manufacturer if you have any questions about how your unit has been customized.

Warning

Dynon Avionics’ products incorporate a variety of precise, calibrated electronics. Except for replacing the optional internal backup battery in EFIS-based products per the installation guide, our products do not contain any field/user-serviceable parts. Units that have been found to have been taken apart may not be eligible for repair under warranty. Additionally, once a Dynon Avionics unit is opened up, it will require calibration and verification at our Woodinville, WA offices before it can be considered airworthy.

About this Guide

In the electronic (.PDF) version of this manual, page and section references in the Table of Contents and elsewhere act as hyperlinks taking you to the relevant location in the manual. The latest version of this manual may be downloaded from our website at www.dynonavionics.com.

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.

*Any text following this icon describes functionality that is possible when multiple Dynon Avionics products are networked together via the Dynon Smart Avionics Bus (DSAB).

Menu Descriptions

Throughout this guide, the “>” character is used to indicate entering a deeper level of the menu system. For example, “EFIS > INFO > LEFT” indicates entering the EFIS menu, pressing MORE, then pressing INFO, and then pressing LEFT to enter the left info item menu. Note that the MORE button is not included in the sequence, since pressing MORE reveals more options in the same level of the menu system.


2.Wiring Overview

Please follow these instructions explicitly as improper wiring can result in permanent damage to your instrument and/or the accompanying sensors.

All electrical power and EFIS-specific lines interface with the FlightDEK-D180 via the female 25-pin D-sub connector on the back of the instrument. All EMS-related sensor inputs enter the FlightDEK-D180 via the male 37-pin and female 25-pin D-sub connectors on the back of the instrument. Ensure that the unit powers on and that all indicators display expected values before completing the final physical assembly.

Recommended Wiring Practices

NOTE: For all electrical connections, use correct wiring techniques, taking care to properly insulate any exposed wire. A short circuit between any of the wires may cause damage to the FlightDEK-D180 and/or your airplane. Make all connections to your harness before plugging it into any of the components of the system. Do not make connections while power is applied at any point in the system.

Dynon Avionics sells wiring harnesses for all connections to the FlightDEK-D180. The harnesses are made up of 22 AWG wire and – with the exception of the thermocouple harnesses – meet Mil Standard MIL-W-22759/16 (Tefzel insulation). If you have opted not to purchase these harnesses, please refer to the provided wiring diagrams for construction information. We recommend that all wire you use also meets Mil Standard MIL-W-22759/16; all wire supplied by Dynon Avionics (with the exception of thermocouple wire, which uses FEP insulation) meets this specification.

When using any pre-manufactured harness, verify that each pin has continuity with the expected wire on the wiring diagram. This test can be easily done with a multimeter. When verifying harnesses, use the wiring charts and diagrams in this guide as your ultimate authority on pin function (for any harness) and wire color (for harnesses purchased from Dynon Avionics).

Route all wiring through the engine compartment such that there are no spots where it could chafe or break. Use appropriate strain relief at all junctions between wires and connectors. We recommend that you secure all wires at regular intervals along wiring runs to accommodate vibration effects.

Pin

Color

Function

#

Color

function

In the sections below, many connections have an associated legend, as shown at right. All connections on the EMS male 25-pin harness route to thermocouples and are color-coded to correspond to the thermocouple coloring. All connections on the EFIS female 25-pin harness are described in the 25-Pin Female EFIS Harness section on page 2-4.

Power Requirements

22 AWG wire is normally sufficient for the power supply and ground lines, but you should consult a wire sizing chart and determine the size required for your routing length. Make sure you protect the power lines with either a circuit breaker or an appropriately sized fuse for the wire you select. Power is fed to the FlightDEK-D180 via pins in the female D-25 connector as shown on the 25-Pin Female EFIS Harness diagram on page 2-4

The FlightDEK-D180 system-wide power requirement is 14 watts typical and 19 watts maximum. On a 12-volt system, this translates to about 1.5 amps of maximum current draw. On a 24-volt system, this translates to about 0.8 amps maximum current draw. Normally, a 3-amp circuit breaker or fuse is sufficient.

Grounding

EMS DB37 Pin

Color

Function

5

Black

Ground

16

Black

Ground

17

Black

Ground

Many of the engine sensors require a connection to a shared electrical ground with the FlightDEK-D180. There are many places on an aircraft where you could connect these sensors. However, the ideal location to ground these sensors is near the FlightDEK-D180 to minimize voltage differences between the sensor and instrument grounds. Some sensors (e.g., oil pressure and oil temperature) connect to ground via their cases’ contact with the engine or aircraft body. There must be a solid connection between this “case ground” and the FlightDEK-D180 ground. 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 electrical connections exist between the engine and battery ground. Other sensors (e.g., fuel pressure) do not have a grounded case and have two leads instead. One lead must be connected to ground, the other to the sensing input of the FlightDEK-D180. The FlightDEK-D180 has 3 pins on the 37-pin harness which may be used for connecting such sensors to ground. More than one sensor’s ground may be connected to any of these three grounds using a splice.

The case of the FlightDEK-D180 is connected to its supply ground. If your panel is connected to aircraft ground, the connection between the instrument’s case and the panel dramatically helps minimize voltage differences between the instrument and sensor grounds. If your panel is not metal, or is otherwise isolated from engine ground, connect a 14 AWG or larger wire to the instrument case. The most convenient place to do this is at the back of the mounting tray. Additionally, connect any unused EMS ground leads to a convenient ground. Keep all ground leads as short as possible.

Because of the current drawn by the FlightDEK-D180, even very small resistances between battery ground and instrument ground can cause voltage differences which adversely affect engine sensor readings. An easy way to test the quality of the instrument’s ground is to measure voltage between the ground pin at the FlightDEK-D180 and the ground lead at your aircraft’s battery. With the FlightDEK-D180 powered on, connect one lead of your voltmeter to a free ground lead coming from the FlightDEK-D180. Connect the other lead of your voltmeter to the ground terminal of your battery. The voltage between these two points should measure very close to 0 mV (within 5 mV). If it does not, you must improve the ground connection between the ground of your battery and that of your avionics bus.

EMS DB37 Pin

Color

Function

18

White/red

+5V excitation

+5V Excitation

Some of the sensors require either a direct connection, or connection via a resistor, to the +5V excitation circuit. We recommend that you allow for more than one splice into this line.

Thermocouple Harness Preparation

Refer to the 25-Pin Male EMS Harness section on page 2-9 during this procedure. Strip 1” of brown outer insulation off each thermocouple wire pair on the supplied 25-pin thermocouple harness. Strip ¼” of insulation from each of the thermocouple wires inside. Crimp the supplied male Fastons onto each wire on the thermocouple harness. These will later be inserted into the female Fastons on each thermocouple.

Do not connect the Fastons on the harness with those on the thermocouples until you have routed the wires and mounted the thermocouples at the desired location.

The thermocouple wires can be cut to a desired length if your application requires. If you need to extend the length of the thermocouple, you must use the correct type (J or K) thermocouple wire to accomplish this. It is acceptable to use non-thermocouple fasteners to join two pieces of thermocouple pair wire, provided the junction does not extend very far or have large temperature differences across it. Please contact Dynon Avionics to order extension wire.

Harness Mating

The following diagram shows the 3 electrical connectors on the back of the FlightDEK-D180. The two horizontal connectors are used for the EMS portion of the product; the vertical connector is used for the EFIS portion. The main EMS harness (for all connections except EGT & CHT thermocouples) should terminate in a 37-pin female D-sub connector. The EGT/CHT thermocouple harness should terminate in a 25-pin male D-sub connector. The EFIS harness (also used to provide power to the instrument) should terminate in a 25-pin female D-sub connector. The following pages provide wiring diagrams and details for each of these harnesses.

File:Image008.jpg


25-Pin Female EFIS Harness

Below is the wiring diagram of the EFIS 25-pin female harness. If you purchased your harness from Dynon Avionics, it is color coded according to the chart on the following page. Unless noted otherwise, all wires are 3 feet long on the Dynon-provided harness.

File:Image010.jpg

The pin assignments for the female 25-pin harness are repeated below. Note that the pin numbers are labeled on the face of both the female and male connector. Each connection on the harness supplied by Dynon is color-coded. These colors are listed in the following chart.

Female DB25 Pin#

Dynon Harness Wire Color

Function

Details

1

Red

Primary Power (10-30 volts)

Page 4-2

2

Yellow

Keep Alive Power (10-30 volts, always on)

Page 4-2

3

Black

Primary Ground

Page 4-2

4

Green

DSAB-A

Page 4-10

5

Blue

DSAB-B

Page 4-10

6

N/A

No Connect

7

N/A

No Connect

8

N/A

No Connect

9

White (bundled)

PC Serial Ground – EFIS logging only

Page 4-4

10

White (bundled)

FlightDEK-D180 Transmit / PC Serial Receive (RS-232) – EFIS logging only

Page 4-4

11

White/Orange (Red on some harnesses)

EDC-D10A Data B

Page 4-2

12

White/Blue (Black on some harnesses)

EDC-D10A Power (12V)

Page 4-2

13

Blue/White (black on some harnesses)

Serial Encoder Transmit (RS-232)

Page 8-29

14

N/A

No Connect

15

N/A

External Backup Power

Page 4-2

16

Black

Ground

17

N/A

No Connect

18

Green

Audio Alert Out

Page 4-9

19

N/A

No Connect

20

N/A

No Connect

21

White (Bundled in Encoder cable)

Serial Encoder Ground

Page 8-29

22

White (Bundled)

FlightDEK-D180 Receive / PC Serial Transmit (RS-232) – EFIS logging only

Page 4-4

23

White/Green (Green on some harnesses)

EDC-D10A Data A

Page 4-2

24

White

EDC-D10A GND

Page 4-2

25

N/A

No Connect


Wiring System Overview

The following block diagram depicts the basic layout of the EFIS DB25 electrical connections and is for reference only. Read the specific instructions for each connection prior to installation. The colors shown refer to the Dynon-supplied EFIS harness.

File:Image012.jpg

37-Pin Female EMS Harness

Below is the wiring diagram of the EMS 37-pin female harness. If you purchased your harness from Dynon Avionics, pins 1, 2, 34, 35, 36, and 37 have wires inserted, but are not used. You may clip the wires or remove the pins as needed. Refer to the following page for detailed pin out descriptions.

File:Image014.jpg

The pin assignments for the female 37-pin harness are repeated below. Note that the pin numbers are labeled on the face of both the female and male connector. Each connection on the harness supplied by Dynon is color-coded. These colors are listed in the following chart.



DB37 harness Pin#

Dynon Harness Wire color

Function

Details

1

Red

Do not connect

2

Yellow

Do not connect

3

Black

Ground

Page 2-2

4

Purple/blue

GP 1 (general purpose resistive)

Page 3-12

5

Black

Ground

Page 2-2

6

White/yellow

Oil pressure

Page 3-6

7

White/brown

Oil temperature

Page 3-6

8

Brown

Fuel pressure

Page 3-7

9

Brown/blue

Contact 1

Page 3-16

10

Brown/yellow

Contact 2

Page 3-16

11

Orange

FlightDEK-D180 Transmit / PC Serial Receive (RS-232) – EMS logging only

Page 4-4

12

Yellow

FlightDEK-D180 Receive / PC Serial Transmit (RS-232) – EMS logging only

Page 4-4

13

Black

Ground (Fuel Flow)

Page 3-8

14

Yellow

Fuel flow input

Page 3-8

15

Red

Fuel flow power (12V)

Page 3-8

16

Black

Ground

Page 2-2

17

Black

Ground

Page 2-2

18

White/red

5V excitation circuit

Page 2-3

19

White/black

Auxiliary Serial Receive (RS-232)

Page 4-5

20

Orange/brown

Fuel level 1

Page 3-10

21

Orange/blue

Fuel level 2

Page 3-10

22

Purple/yellow

GP 2 (General Purpose Resistive)

Page 3-12

23

Purple/green

GP 3 (General Purpose Resistive)

Page 3-12

24

Orange/green

Amps High

Page 3-11

25

Orange/purple

Amps Low

Page 3-11

26

Green/red

Manifold pressure

Page 3-5

27

Not supplied

General purpose thermocouple (K-type)

Page 3-17

28

Not supplied

General purpose thermocouple (K-type)

Page 3-17

29

Yellow/green

External warning light

Page 4-9

30

Black

PC Serial ground – EMS logging only

Page 4-4

31

White/orange

Intercom audio alert

Page 4-9

32

White/green

RPM left

Page 3-4

33

White/blue

RPM right

Page 3-4

34

Blue

Do not connect

35

Green

Do not connect

36

Blue

Do not connect

37

Green

Do not connect

25-Pin Male EMS Harness

Below is the EMS 25-pin harness wiring diagram. The 4-cylinder harness only has EGTs 1 through 4 and CHTs 1 through 4 wired. The Rotax harness only has EGTs 1 and 2 wired, as the EMS measures the Rotax-supplied resistive CHTs through its GP inputs. On the supplied harness, each pair of wires is encased in brown insulation and labeled with corresponding cylinder number. Inside the outer insulations, each wire in the pair has the color listed on the diagram below. If you are making your own harness, utilize J & K type thermocouple wire as indicated in the diagram.

File:Image016.jpg


3.Transducer Installation

This section explains the steps required to install and connect all transducers supplied by Dynon Avionics. Additionally, connection instructions are given for some transducers that Dynon Avionics does not sell, like the tachometer, fuel level, flaps, trim, and contacts.

Tools and Equipment Required

  • Wire strippers
  • 22 AWG wire (if harness not purchased or extending harness beyond 6 feet)
  • D-sub pin crimper
  • Faston/ring terminal crimp tool
  • Weatherpack crimp tool or common slip joint pliers (see http://www.weatherpack.com/pages/900563)
  • #2 Phillips screwdriver
  • Flathead screwdriver
  • ¼” ID tubes, any necessary adapters, and clamps for routing manifold pressure to the sensor.
  • Drill and 1/8” bit


Exhaust Gas Temperature (EGT) Probes

Correct placement of EGT probes on the exhaust manifold is critical to obtaining accurate readings. Placement differs between engine types, and even specific models. Consult your specific engine’s manual for proper EGT locations.

Rotax Engines

For Rotax 912 engines, only two of the four cylinders need to be monitored for EGT. Unlike the CHT probes which are mounted on diagonal cylinders, the EGT probes should be mounted on the two rear cylinders’ exhaust manifolds. It is critical that the EGT probes be mounted to parallel cylinders’ exhaust manifolds for proper temperature comparison.

All Engines

Once you have determined the appropriate EGT locations for your engine, drill 1/8” diameter holes at the specified positions in the exhaust manifold. Usually, this spot is 2 to 8 inches from the cylinder. This spot should be on a straight portion of the exhaust manifold, as this provides a better fit for the hose clamps. For best results, mount all probes the same distance from each cylinder.

1.Make sure the hole is placed to ensure that the probe does not interfere with the cowl or spark plug. Also, when making holes, keep in mind that the probe could inhibit the ability to perform routine maintenance if placed incorrectly.

2.Place probe in exhaust manifold, and secure it by tightening the clamp with a flathead screwdriver. Make sure the clamp is tight and provides a secure fit, but do not over-tighten such that visible stress is put on the pipe.

3.Ensure that the probe clamp is connected to ground. Failure to ground the probe may result in erratic readings. In almost all cases, the exhaust manifold is already connected to ground, so no further steps need be taken.

Now, plug each thermocouple wire into its corresponding wire on the thermocouple harness. Ensure that you match the wire color pairs on the harness to those on the thermocouple. All thermocouple harnesses supplied by Dynon have each function (e.g., CHT1, EGT1) labeled on each thermocouple pair.

WARNINGS:

·A loose probe could allow exhaust to leak. This can lead to carbon monoxide poisoning in the cabin and/or a potential fire. Have a knowledgeable mechanic inspect the installation.

·The probe can come lose during flight, and could potentially come in contact with rotating engine parts or the propeller. We suggest a safety wire to keep the probe in place.


Cylinder Head Temperature (CHT) Probes

Dynon Avionics sells and supports a variety of CHT probes. All thermocouple harnesses supplied by Dynon have each function (e.g., CHT1, EGT1) labeled on each thermocouple pair.

Lycoming/Continental

Dynon Avionics sells bayonet style CHT probes (used in Lycoming and Continental engines). With each probe we sell, a bayonet adapter is included. Your specific engine manual should describe where to mount these bayonet adapters, but normally, there is a threaded hole (CHT well) near the bottom of the cylinder close to the lower spark plug. Screw the bayonet adapter into this hole. Screw the locking collar up or down the spring surrounding the probe such that the tip of the probe is pressed against the bottom of the CHT well when the collar is attached to the adapter. Insert the CHT probe into the well and lock the collar to the adapter. Now, plug each thermocouple wire into its corresponding wire on the thermocouple harness. Ensure that you match the wire color pairs on the harness to those on the thermocouples.

Rotax

Rotax 912 engines use 2 resistive CHT probes that are included with the engine. These probes are preinstalled, but you need to route the connections from them to the FlightDEK-D180. See the [#_Rotax_CHT_sensors CHT General Purpose Installation] section on page 3-14 for information on making the physical connection to the sensor.

Jabiru

Jabiru engines require a 12mm ring-terminal CHT probe for each cylinder. First, slide the compression washer off the spark plug. Slide the 12mm ring-terminal probe onto the plug. Now, slide the spark plug compression washer back onto the spark plug. Reinstall the spark plug into the spark plug hole. Please refer to the documentation that came with your engine for more information. Now, plug each thermocouple wire into its corresponding wire on the thermocouple harness. Ensure that you match the wire color pairs on the harness to those on the thermocouples.


Tachometer

Pin

Color

Function

32

White/green

RPM Left

33

White/blue

RPM Right

Dynon Avionics does not sell a tachometer transducer.

Depending upon existing equipment and engine type, you have a few options for connecting the tachometer inputs on the FlightDEK-D180. See the relevant subsections below for your particular method. You may connect different types of signals to the two different RPM inputs (e.g., p-lead to RPM Left and a 12V transducer to RPM Right). Once you have connected the tachometer inputs according to your engine and transducer type, you must set the appropriate pulses/revolution as described on page 6-7.

Tachometer transducer

If you have a standard tachometer transducer (usually with a 12V output), you may simply connect its output to the RPM Left input on the FlightDEK-D180. Ensure that you follow all recommendations given in the manual for your individual tachometer transducer.

P-lead pickoff (Lycoming and Continental)

File:Image018.jpgIf you do not have a standard tachometer pickoff, you must follow the instructions below. The magneto P-lead has high voltages which can very easily damage the FlightDEK-D180 if not dealt with properly.

Use the two included 30kΩ resistors (color bands: orange, black, brown, red, brown; connect in either direction) to attach left and right P-leads to the RPM Left and RPM Right inputs on the FlightDEK-D180. Connect them as shown in the following diagram. It is important to connect each resistor as close as possible to the spot where you tap into the P-lead. This minimizes the length of cable carrying high voltage spikes. 6 cylinder Lycoming engines sometimes need more inline resistance to prevent false readings by the FlightDEK-D180. If, after setting the PULS/REV R and L values as described on page 6-7, you see higher than expected RPM or unstable values, you may need to increase the series resistance to as high as 150kΩ.

Trigger Coil (Rotax)

The Rotax 912 engines have a 5th trigger coil for the purposes of electrically monitoring rev counts. This trigger coil outputs to a two-wire harness. Connect either of the two wires to ground; connect the other to one of the included 30kΩ resistors (color bands: orange, black, brown, red, brown; connect in either direction). Connect the other end of the resistor to the RPM Left input on the FlightDEK-D180.

Alternator Wire (Jabiru)

The most common tachometer pickoff location for Jabiru 2200 and 3300 engines is one of the alternator wires. Connect one of the two white alternator wires through a 1 amp fuse to the RPM Left input on the FlightDEK-D180. Jabiru also sells a standard tachometer transducer, whose output can be connected – with no protection – as described on the previous page.

Digital Ignition and Other Pickoffs

The FlightDEK-D180 can read frequency-based RPM signals, provided the peak voltage is at least 10 volts above ground. If the peak voltage exceeds 50 volts, use the included 30kΩ resistors as described in the P-lead Pickoff section above. Like the other methods above, you must know the number of pulses per revolution for your RPM transducer.

Pin

Weatherpack Pin#

Color

Function

18

C

White/red

+5V excitation

26

B

Green/red

Manifold pressure

17

A

Black

Ground

Manifold Pressure Sensor

File:Image020.gifThe manifold pressure sensor comes with three pins, a rubber seal, and a connector housing, all manufactured by Weatherpack. Strip 3/16” insulation off the ends of the three wires listed at right. Slide the three rubber seals onto the three wires and the pins onto the ends of the wires. Crimp the 3 provided pins onto the ends of the wires, ensuring that the long tabs that cradle the rubber seal wrap around the seal (see picture at right for example). For more details on preparing and crimping the Weatherpack pins, see http://www.weatherpack.com/weatherpackfaqs.html.

Note that you will need access to the +5V excitation circuit for other sensor installations, so make allowances for breaking out the connection to other areas. Route the three wires to the location where you would like to mount the manifold pressure sensor.

File:Image021.gifPlug the crimped pins into the provided Weatherpack connector. Now, mount the manifold pressure sensor in a secure fashion using the mounting holes on either side of the sensor.

File:Image023.gifThe pressure port on the manifold pressure sensor requires 1/4” inner diameter tubing for a secure fit. You may need to use adapters to convert down to smaller inner diameter tubing for your specific engine. 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-D180, 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.

Oil Pressure Sensor

Pin

Color

Function

6

White/yellow

Oil pressure

File:Image025.gifNote that if you are installing on a Jabiru or Rotax engine, your engine comes with a pre-installed oil pressure sensor. You may use this sensor and select the correct sensor type as described in the Oil Pressure Configuration section on page 6-8

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. Dynon Avionics’ sensor is supplied with a 1/8” NPT pipe thread fitting. An adapter might be necessary for some engines. Please see the manual supplied by the engine’s manufacturer. 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.

Text Box: Use an Adel clamp similar to the above to secure the pressure sensorFile:Image028.jpgCrimp a standard #8 ring terminal onto the white/yellow wire from pin 6. Unscrew the stud cap from the threaded stud. Place the ring terminal on the stud and secure the cap down sandwiching the ring terminal.

WARNINGS:

·Due to vibration issues, never connect the sensor directly to the engine.

·If you use Teflon tape or other seal, ensure the sensor casing still maintains a good connection to ground.

Pin

Color

Function

7

White/brown

Oil Temperature

Oil Temperature Sensor

File:Image031.gifThe oil temperature sensor needs to be installed according to the directions of the engine manufacturer. Dynon Avionics sells oil temperature sensors with both 5/8-18 UNF (Dynon part # 100409-001) and 1/8-27 NPT (Dynon part # 100409-000) threads. Ensure that you have the right sensor for your engine. Using a crush washer (not provided) between the sensor and the engine case, tighten the sensor according to your engine manufacturer’s recommendations.

Route the wire from pin 7 on the 37-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. Strip ¼” of insulation off the end of the wire. 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 2-2, 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.

Fuel Pressure Sensor

Pin

Color

Function

8

Brown

Fuel Pressure

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. Its pressure port has a 1/8-27 NPT pipe thread fitting; you may need adapters to connect to the pressure port on your engine. 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.

File:Image033.gifCarbureted engines: Use the 0-30 PSI sensor (Dynon part # 100411-000). Crimp a standard ¼” female Faston onto one of the ground wires (see the Grounding section on page 2-2) coming from the 37-pin harness. Crimp another ¼” female Faston onto the brown wire from pin 8. 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.

Injected engines: Use the 0-80 PSI sensor (Dynon part # 100411-001). Crimp a standard #8 ring terminal onto the brown wire from pin 8. Unscrew the stud cap from the threaded stud. Place the ring terminal on the stud and secure the cap down sandwiching the ring terminal. 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.

WARNINGS:

·Due to vibration issues, never connect the sensor directly to engine.

·If you use Teflon tape or other seal, ensure the sensor casing still maintains a good connection to ground.


Fuel Flow Sensor

Pin

Color

Function

13

Black

Ground

14

Yellow

Fuel flow input

15

Red

Fuel flow power (14V)

File:Image035.gifThe FloScan fuel flow transducer has ¼” female NPT threads at both the inlet and outlet. Only use ¼” NPT fittings to match. When installing, do not screw fittings more than two full turns past hand tightened. The torque should not exceed 180 inch-lbs.

WARNINGS:

·Due to vibration issues, never connect the sensor directly to engine.

·Do NOT use Teflon tape when screwing in any of the fittings.

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 6-13.

General Placement Recommendations

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. Ensure that the transducer has 6” of straight fuel line before and after it. 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.

Rotax Placement Recommendations

If installing on a Rotax 912, review the following page for recommendations specific to these engines.

File:Image037.jpg

Fuel Level Sensor

Pin

Color

Function

20

Orange/brown

Fuel level 1 (resist or cap)

21

Orange/blue

Fuel level 2 (resist or cap)

See General Purpose Inputs section

4

Purple/blue

GP 1

22

Purple/yellow

GP 2

23

Purple/green

GP 3

Dynon Avionics does not sell fuel level sensors.

The FlightDEK-D180 supports both resistive type sensors as well as capacitive sensors which output a voltage (e.g., Princeton). If you have a capacitive sensor which does not output a voltage on its own, you may be able to use Dynon’s Capacitance-to-Voltage Converter. 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 6-4.

Resistive fuel level sensor

You may connect up to four resistive fuel level sensors to the FlightDEK-D180. 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 21. 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 3-13 for more information.

Capacitive fuel level sensor

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 0-5Vdc. First, supply the sensor with power according to the manufacturer’s instructions. If the sensor manufacturer requires a sensor calibration, perform that calibration first. Connect the sensor’s output to pin 20 or 21, depending on whether you want the tank to display as left (Fuel Level 1) or right (Fuel Level 2) tank. Do not connect capacitive fuel level sensors to any of the general-purpose inputs. Be sure to configure the firmware to recognize the capacitive fuel level sensor on the fuel level input(s) you’ve chosen as described in the Fuel Level Configuration section on page 6-10.

If you are installing Dynon’s Capacitance-to-Voltage Converter (most commonly used with the capacitive plates in some RVs), please read its installation guide in the Appendix on page 8-32.


Ammeter Shunt

Pin

Color

Function

24

Orange/green

amps high

25

Orange/purple

amps low

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.

·File:Image039.gifPosition A: Ammeter indicates current flow into or out of your battery. In this position, it will show both positive and negative currents. (-60A to 60A)

·Position B: Ammeter indicates only the positive currents flowing from the alternator to both the battery and aircraft loads. (0A-60A)

·Position C: Ammeter indicates the current flowing only into the aircraft loads. (0A-60A)

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.

File:Image041.jpg

Use two ¼” ring terminals sized appropriately for the high-current wire gauge you will be routing to and from the ammeter shunt. 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.

We highly recommend that you fuse both the connections between the shunt and the FlightDEK-D180. There are two methods for accomplishing this. You may simply connect two 1 amp fuses in-line between the shunt and the FlightDEK-D180. Or, you may use butt splices to connect 1” to 2” sections of 26 AWG wire between the shunt and each of the Amps leads connecting to the FlightDEK-D180. 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. Connect the “Amps High” lead to the side of the shunt marked by “H” in the diagram above; connect the “Amps Low” lead to the side marked by “L”.

If you find that the current reading on the FlightDEK-D180 is the opposite polarity of what you want, swap the two signal inputs (Amps High and Amps Low) to obtain the desired result.

WARNING:

·It is extremely important that you secure all loose wires and ensure that exposed terminals cannot touch or short out to other objects in the plane. 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.

If you are using GRT’s Hall effect amps transducer (p/n CS-01), route its output to pin 24, the Amps High input, on the 37-pin EMS connector.

General Purpose Inputs

Pin

Color

Function

4

Purple/blue

GP 1

22

Purple/yellow

GP 2

23

Purple/green

GP 3

Dynon Avionics supports many sensors for which the FlightDEK-D180 does not have dedicated inputs. The instrument has 3 GP (general-purpose) inputs which can be used for a variety of sources.

Outside Air Temperature Sensor

Pin

EMS harness Color

OAT sensor color

Function

Desired GP input #

See chart above

Black/White

GP

Ground pin

Black

Black/White

ground

Note that this section only applies to the OAT with 2 wires (both colored black/white), for connection to the EMS DB37 connector. If you have the 3-wire OAT, see Dynon EFIS OAT Probe Installation and Usage on page '8-7'. Alternatively, you may still use the 3-wire OAT on the EMS DB37 connector by ignoring the red wire and connecting the yellow and blue wires (irrespective of polarity) in the same way as the black/white wires described here.

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:

·Engine exhaust paths

·The engine itself

·Where the sensor will have direct sunlight

·Where the backside is exposed to a heated cabin

After the mounting location has been determined, drill a 3/8” hole in the skin at the desired location. 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.

Once you have physically mounted the OAT probe, route its attached cable to the FlightDEK-D180. Connect one of the black/white wires to ground, either at a supplied connection on the 37-pin harness or at another convenient location.

Connect the other black/white wire on the OAT probe to the desired GP input on the FlightDEK-D180 main harness. When routing wires for this sensor, try to keep wires away from radios, ignition, or other electronics.

Carburetor Temperature Sensor

File:Image042.gifInstall the carburetor temperature sensor in the venturi area at the point where ice first begins to form. 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. Tap the hole with a ¼-28 tap. 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. If you received a temperature sensor with all black wires (Dynon p/n 100468), you should find a 1kΩ resistor (color bands: brown, black, black, brown, brown; connect in either direction) in the package. Connect one end of this resistor to the +5V Excitation Circuit (pin 18) and the other end to the GP input you’ve connected the sensor to. If you received a sensor with black/white wires (Dynon p/n 100609), there will be no resistor in the package and you do not need to make any additional connections.

Be sure to configure the FlightDEK-D180 to recognize the carburetor temperature sensor on the general-purpose input you’ve chosen as described in the General Purpose Inputs section on page 6-15.

Fuel Level (resistive) Sensors

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. Also, connect this same node to a 1kΩ resistor (color bands: brown, black, black, brown, brown; connect in either direction); the other end of which should be attached to the +5V Excitation Circuit.

Be sure to configure the firmware to recognize the fuel level sensor on the general-purpose input(s) you’ve chosen as described in the General Purpose Inputs section on page 6-15.

Rotax CHT Sensors

Pin

Color

Sensor

Function

4

Purple/blue

CHT L

GP 1

22

Purple/yellow

CHT R

GP 2

File:Image043.gifCrimp bare ¼” female Faston terminals (6.3x0.8 according to DIN 46247) onto the ends of the wires connected to GP 1 (pin 4) and GP 2 (pin 22) on the FlightDEK-D180. 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 1.21kΩ resistors (color bands: brown, red, brown, brown, brown; connect in either direction) in the accessories package (Dynon part # 100446-000) included with the FlightDEK-D180. Connect either end of one of the resistors to the +5V Excitation Circuit (pin 18) and the other end to the wire connecting the left CHT sensor to pin 4. Repeat this with the right CHT sensor.

Be sure to configure the FlightDEK-D180 to recognize the Rotax CHT sensors on the 2 general-purpose inputs as described in the [#_Carb_temperature_sensor General Purpose Inputs] section on page 6-16.

Trim and Flaps Position Potentiometers

DB37 EMS Pin

EMS harness Color

Position Pot Function

Function

Desired GP input #

See chart on page 3-12

Position out (voltage)

GP

18

White/Red

+5V in

Position sensor power

Ground pin

Black

Ground in (common to EMS)

ground

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. These potentiometers come in a variety of resistance ranges, but are typically 1kΩ, 5kΩ, 10kΩ, and 20kΩ. All of these values will work properly with the FlightDEK-D180, as there is a calibration required, as described on page 6-4. Connect the 5V Excitation line from the FlightDEK-D180 37-pin EMS connector to the +5V input on your trim/flap position sensor. Connect the ground input on the sensor to a ground common to the FlightDEK-D180. Connect the output of the sensor to the desired GP input. You may connect up to three trim/flap sensors. For physical installation, refer to the instructions that came with your position sensor.

If you are using the output from a Ray Allen servo or sensor, connect its white/orange wire to the Dynon 5V excitation line (pin 18), its white/blue wire to ground, and its white/green wire to your GP input of choice.

Be sure to configure the FlightDEK-D180 to recognize the various sensors on the general-purpose inputs as described in the [#_Carb_temperature_sensor General Purpose Inputs] section on page 6-16. Additionally, you will need to calibrate each flap/trim sensor as described on page 6-4.

Coolant Pressure Sensor

EMS DB37 Pin

EMS harness Color

Function

Desired GP input #

See chart on page 3-12

GP

18

White/Red

5V supply to 1kΩ resistor

Ground pin

Black

Ground in (common to EMS)

You will find two 1kΩ resistors (color bands: brown, black, black, brown, brown; connect in either direction) in the accessories package (Dynon part # 100446-000) included with the FlightDEK-D180. You will be using one of these resistors for proper installation of this sensor.

The Dynon-supplied coolant pressure sensor is a 0-30 psi sensor (Dynon part # 100411-000). 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. Its pressure port has a 1/8-27 NPT pipe thread fitting; you may need adapters to connect to the pressure port on your engine. Locate (or drill and tap) the pressure port along the coolant line. 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, coolant leakage rate is minimized, allowing time for an emergency landing.

File:Image044.gifCrimp a standard ¼” female Faston onto one of the ground wires (see the Grounding section on page 2-2) coming from the 37-pin harness. Crimp another ¼” female Faston onto both the wire that corresponds to the desired GP input and a 1kΩ resistor (color bands: brown, black, black, brown, brown; connect in either direction), or splice the resistor into the GP input line elsewhere on the run. Push the two Fastons onto the two terminals on the fuel pressure sensor. Polarity is not important. Connect the other side of the 1kΩ resistor (color bands: brown, black, black, brown, brown; connect in either direction) to the 5V Excitation Circuit, pin 18, as shown in the diagram.

WARNINGS:

·Due to vibration issues, never connect the pressure sensor directly to engine.

·If you use Teflon tape or other seal, ensure the sensor casing still maintains a good connection to ground.

Coolant Temperature Sensor

EMS DB37 Pin#

EMS harness Color

Function

Desired GP input #

See chart on page 3-12

GP

18

White/Red

5V supply to 1kΩ resistor

You will find two 1kΩ resistors (color bands: brown, black, black, brown, brown; connect in either direction) in the accessories package (Dynon part # 100446-000) included with the FlightDEK-D180. You will be using one of these resistors for proper installation of this sensor.

The coolant temperature sensor needs to be installed according to the directions of your engine’s manufacturer. Dynon Avionics sells temperature sensors with both 5/8-18 UNF (Dynon p/n 100409-001) and 1/8-27 NPT (Dynon p/n 100409-000) threads; these are the same as those used by the oil temperature inputs. If neither of these threads matches those in your coolant line, you will need to use adapters or drill/tap your own. Using a crush washer between the sensor and the mating line, screw the sensor into the fitting. Do not over tighten.

File:Image045.gifRoute the wire from the desired GP pin on the 37-pin harness to where the coolant temperature sensor is mounted. When routing the wires, make sure that they are secured, so they will not shift position due to vibration. Strip ¼” of insulation off the end of the wire. Crimp a #10 ring terminal onto the end of the wire and a 1kΩ resistor (color bands: brown, black, black, brown, brown; connect in either direction), or splice the resistor into the GP input line elsewhere on the run. 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. Slip the ring terminal onto the stud and secure the nut over it. Connect the other side of the 1kΩ resistor (color bands: brown, black, black, brown, brown; connect in either direction) to the 5V Excitation Circuit, pin 18, as shown in the diagram.

General Purpose Temperature Sensor

You may connect an OAT probe and configure it as a general purpose temperature measurement (e.g., for cabin temperature). Refer to the Outside Air Temperature Sensor section on page 3-12 for installation information and to the General Purpose Temperature section on page 6-16 for configuration information.

Contacts

Pin

Color

Function

9

Brown/blue

Contact 1

10

Brown/yellow

Contact 2

Dynon Avionics does not sell contacts or switches.

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). You may connect up to two contacts you would like to be sensed by the FlightDEK-D180. You must ensure that when closed, the contact connects to a ground common to the FlightDEK-D180. The voltage on the contact inputs must not exceed 15V.

The Contacts Configuration section on page 6-17 walks you through the process of naming the contact inputs.

General Purpose Thermocouple

Pin

Color

Function

27

Not supplied

Thermocouple + (yellow or white)

28

Not supplied

Thermocouple – (red)

You may configure the FlightDEK-D180 to monitor one J or K type thermocouple. Dynon Avionics does not supply a specific general purpose thermocouple probe for this purpose. However, our standard EGT and CHT probes will work, as will any other J or K type thermocouple.

Dynon Avionics sells both J and K type thermocouple wire which may be used to connect the desired thermocouple to the FlightDEK-D180. 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 37-pin harness, and the negative side to pin 28.


4.Instrument Installation

This section provides you with the information needed to physically and electrically install the FlightDEK-D180.

Selecting a Remote Compass Module Location

File:Image047.jpgFile:Image049.jpgFinding a good location for the EDC-D10A remote compass module is critical to an accurate FlightDEK-D180 heading display. Keep in mind that calibration can compensate for small static magnetic fields superimposed upon the earth’s field; it cannot take into account dynamic effects like AC currents, non-constant DC currents and non-stationary ferrous material (e.g., an electric turn coordinator). Use the following suggestions to help you find a good location for your EDC-D10A.

·File:Image051.gifKeep the EDC-D10A away from any source of magnetic fields (such as electrical equipment and current-carrying wires) and ferrous material.

·Move a handheld compass throughout the space surrounding your location to get a rough idea of the suitability of your chosen location. If the needle deviates significantly from magnetic north in any given area, that location would not be ideal for the EDC-D10A.

·File:Image052.gifThe EDC-D10A can be mounted anywhere in the aircraft (away from magnetic interference) such that its pitch is as close to that of the FlightDEK-D180 as possible. It does not need to be directly along any axis of the FlightDEK-D180. 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. The bracket used to hold the EDC-D10A must hold the EDC-D10A at the same pitch, roll, and yaw as the FlightDEK-D180 with respect to the airframe. We recommend you use an electronic level, if available, to make sure the EDC-D10A is aligned with the FlightDEK-D180 to better than 1 degree.

·All mounting hardware needs to be made from non-ferrous material such as aluminum, plastic, or brass. Many stainless steel screws are magnetic. If the item is attracted to a magnet, it should not be used in the installation. The EDC-D10A needs to be mounted in a location as free from magnetic interference as possible. 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.

EDC-D10A Communication Cable

WARNING! DO NOT ATTEMPT TO POWER UP THE FlightDEK-D180 WITH THE EDC CABLE LEADS EXPOSED (UNSHEATHED) AND NOT INSTALLED IN THE DB9 CONNECTOR. SHORTING THESE CONNECTIONS WILL CAUSE DAMAGE TO THE UNIT.

Like the RS-232 PC Communication cable, the EDC-D10A communications cable terminates in a standard female DB9 connector. While they look similar, do not plug the EDC cable into a PC or vice versa. The following table outlines the four connections that must be made to ensure proper communication between the FlightDEK-D180 and the EDC-D10A remote compass module. The Dynon-supplied harness colors are listed, as well.

EFISDB25 pin#

EDCDB9 pin#

Function

Wire color

11

5

EDC Data B

White/Orange (or Red)

12

6

EDC Power

White/Blue (or Black)

23

9

EDC Data A

White/Green (or Green)

24

1

EDC Ground

White

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.

·With the 25-pin EFIS harness disconnected from the FlightDEK-D180, carefully cut or pull the tubing off the 4 D-sub pins.

·Route the cable to the EDC-D10A mounting location chosen according to the instructions above.

·Install the female pins in the correct holes on the included DB9 connector, according to the chart above. 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.

·Install the back shell around the DB9 connector.

Correct wiring installation can be easily verified once completed. Power on the FlightDEK-D180 with the EDC-D10A connected to it. If you have correctly wired your EDC-D10A wiring harness you will see the heading properly displayed at the top of the screen (provided you have turned on the heading display in the CLUTTR menu). If wiring is not correct, or the EDC-D10A is not communicating properly with the FlightDEK-D180, you will see the message REMOTE COMPASS NOT DETECTED in place of the heading onscreen.

The metal shield around the EDC communication cable is connected to the short black/white wire emanating from the DB25. Connect this wire to ground.

Power Inputs

The FlightDEK-D180 has three separate power inputs, located on the EFIS connector. 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.

EFIS DB25 pin#

Function

EFIS DB25 wire color

Description

1

Primary Power

Red

Provides primary power to the instrument. The FlightDEK-D180 will switch on upon application of power. Connect to a switched power source. Will not be adversely affected by engine cranking.

2

Keep Alive Power

Yellow

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 0.6 amps at 12 volts for 18 hours. If you have the internal battery and do not wish the FlightDEK-D180 to draw current from your plane’s battery, you do not need to connect Keep Alive. 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.

3

Primary Ground

Black

Connect to ground. Must carry as much as 3 amps. Refer to the Grounding section on page 2-2 for more detailer information.

15

External Backup Power

(Not wired in Dynon harness)

Will operate the FlightDEK-D180 only if Primary Power is not present. 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.

Serial Communication Cables

The FlightDEK-D180 has two RS-232 serial ports for PC communication: one on the EFIS 25-pin female harness, and one on the EMS 37-pin male harness. The serial port on the EFIS harness is the only one used for updating the FlightDEK-D180’s firmware and checklists. 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.

If you do not have a serial port on your PC, use the included USB-to-Serial adapter to connect the FlightDEK-D180 to your PC’s USB port. Ensure that the adapter driver CD is inserted in your PC before plugging the adapter into the USB port for the first time. Also, do not have your FlightDEK-D180 plugged into the USB-to-Serial while installing the driver.

EFIS Serial Harness

EFIS DB25 Pin#

DB9 Pin#

Function

Wire Color

9

5

Signal ground

White

10

2

FlightDEK-D180 transmit / PC receive

White

22

3

FlightDEK-D180 receive / PC transmit

White

On the EFIS 25-pin wiring harness available from Dynon, there are three wires bundled together, terminating in a standard DB9-pin female connector. This cable is 6’ long and pre-assembled for connection to a PC-based laptop. Route this cable to a convenient location that can be accessed whenever you need to update your product’s firmware or checklists.

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.

Using this cable, you can connect your FlightDEK-D180 to a computer to upload new firmware and checklists, as well as log EFIS-related data. The format for the data output by this port is found in the FlightDEK-D180 Pilot’s User Guide.

Connect your EFIS to your PC and verify connectivity by detecting firmware version using the Dynon Support program. For more information, see the help file included in the Dynon Product Support program. This software can be found at http://dynonavionics.com/downloads.

EMS Serial Harness

EMS DB37 Pin#

DB9 Pin#

Color

Function

11

2

Orange

RS232 Tx

12

3

Yellow

RS232 Rx

30

5

Black

RS232 Ground

On the EMS 37-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. 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.

Using this harness, you can connect your FlightDEK-D180 to a computer for real-time logging of EMS data only. Engine data logged to the FlightDEK-D180 is retrieved by connecting it to a PC via the EFIS serial harness and running the Dynon Support Program. See the Dynon Support Program’s help file for more information.

SL30 and/or GPS connection

GPSs known to work

Garmin 195, 295

Garmin 96, 96c, 196, 296, 396, 496

Garmin 400, 500, 420, 520, 430, 530 (including WAAS)

Garmin GX50/GX60

Lowrance handhelds

AvMap EKP-IV

Garmin 150XL

Bendix/King Skymap (set to AR NAV 9600 output)

Other GPSs are untested, but may work.

Depending on the number and types of Dynon units you own, you have several options for connecting a GPS unit and/or Garmin/Apollo SL30 to your Dynon system. The GPS can be used as a data source for the EFIS, HSI, and Fuel pages. The SL30 can be used as a VOR, localizer, or ILS (localizer + glideslope) source for the HSI. If you wish to connect a GPS and/or SL30 to your Dynon system, read the section below which corresponds to your set of Dynon products.

*If you are installing an HS34, you must connect all GPS and NAV devices to it. The FlightDEK-D180 does not support directly connected GPS and NAV devices when an HS34 is installed in the system. Refer to the HS34 Installation and Configuration section on page 8-10 for device connection details.

GPSs with limited functionality

Apollo/GNS 480, 580

Possibly works with latest Dynon product firmware, but untested. Requires manual configuration. See note at left.

AnywhereMap

Does not output all needed sentences. Time output is wrong.

To use the GPS-related features on your EFIS and/or EMS, your GPS must output either “aviation format” or the following NMEA sentences in its serial stream: $GPRMC, $GPRMB, $GPGGA, and one of $GPBOD or $GPAPB. If you own a Garmin 430 or 530, in the UNITS/MAGVAR option, set the MAGVAR to AUTO. The FlightDEK-D180 auto-detects most GPSs, but may require a manual setting for some. This is true for communication with at least the Garmin 480 and maybe others GX50, and GX60, and Bendix/King Skymap IIIc. From the EFIS menu, enter SETUP >HSI >EFIS_SERIAL; from the EMS menu enter SETUP >GLOBAL >EMS SERIAL. In that menu select the INPUT to be AVIATION and the BAUD RATE to be 9600.

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-D180.

When a Dynon product is connected to a GPS, it will synchronize its Zulu clock to the time reported by the GPS. However, some GPSs, such as the Garmin 430 and 530, do not report time in their serial output stream. Dynon products have no way to synchronize to these GPSs’ clocks.

Read the section below that corresponds to your configuration of Dynon products. All EFIS-based product configurations direct you to connect your external device to PC serial receive (pin 22) on your Dynon EFIS product. You may make this connection at any point between pin 22 on the EFIS DB25 and pin 3 on the connected DB9 EFIS/PC connector. If you purchased your harness from Dynon Avionics, it may have a yellow/green wire provided for this purpose.

If you own only an EFIS-D10A or EFIS-D100

Connect the GPS or SL30 transmit line into pin 22 on the DB25 connector. This is the same Serial Rx line that is used for firmware updates. You will need a way to disconnect this when you plug your EFIS into a PC for firmware updates and checklists.

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. You will use this switch to toggle between GPS, SL30 and a disconnected state. The HSI auto-detects the switched instrument and will change modes automatically.

If you own only an EMS-D10 or EMS-D120

We recommend that you only connect a GPS to an EMS-only system; without the magnetic heading from an EFIS, the HSI page will not be functional. Connect the GPS transmit line to pin 19 on the EMS DB37 connector. This connection will give you fuel endurance information (range, MPG, etc) on the fuel page and GPS information only (track, ground-speed, course, etc) on the HSI page. There is no need to break this connection when doing PC updates.

If you own an EMS and an EFIS (Not FlightDEK-D180)

First, ensure that your EMS and EFIS are connected as described in Dynon Smart Avionics Bus (DSAB) Wiring on page 4-10.

If you only have either the GPS or SL30 (but not both), connect the GPS or SL30 transmit line to pin 19 on the EMS DB37 connector. This is labeled “Aux Serial Receive.” With either a GPS or an SL30 connected, you are able to display an HSI on either product; with a GPS connected, you are able to display EMS fuel economy displays.

If you have a GPS and an SL30, connect the GPS to pin 19 on the EMS DB37 connector. Connect the SL30 to pin 22 on the EFIS DB25 connector. This will allow you to flip between GPS and SL30 inputs. However, this option allows you to display a GPS HSI only on the EMS. You can use either the SL30 or GPS as the NAV source on the EFIS product. You will need to disconnect the SL30 from the EFIS when doing software updates.

Alternately, you can connect both the SL30 and the GPS through a switch into the EMS. This will allow you to see both the SL30 and GPS on both the EFIS and EMS, but you will only be able to see one at a time, and you will not be able to see EMS economy data when in SL30 mode.

If you own only a FlightDEK-D180

Connect the SL30 unit to pin 22 on the EFIS DB25 connector, and the GPS to pin 19 on the EMS DB37 connector. You can display either source on the HSI using the softkeys. You will need to disconnect the SL30 from the EFIS when doing software updates.

If you own a FlightDEK-D180 and an EFIS

Connect the SL30 unit to pin 22 on the FlightDEK’s EFIS connector (vertical DB25) and the GPS to pin 19 on the EMS DB37 connector. You can display either source on the HSI, and you can display either on the standalone EFIS as well (provided you have connected the DSAB A & B lines from the FlightDEK-D180 to the standalone EFIS product). You will need to disconnect the SL30 from the FlightDEK-D180 when doing software updates.

Altitude Encoder Wiring

EFIS DB25 pin#

Wire color

Function

13

Blue/White (or black)

Encoder serial transmit

21

White

Ground

Text Box: If your transponder requires parallel Gray code input, and you wish to use the FlightDEK-D180 as your altitude encoder, you will need to purchase Dynon Avionics’ Encoder Serial-to-Parallel Converter. Please refer to page 7-13 for more information on the installation of this option.The FlightDEK-D180 outputs its altitude measurements in one of four standard serial outputs and is readable by many modern transponders. The FlightDEK-D180 will function properly whether or not this altitude encoder functionality is used. To use the FlightDEK-D180’s altitude encoder functionality, simply wire the 2 encoder connections (GND and Encoder Transmit) from the DB25 connector to their respective connections on your transponder.

Per ATC/FAA requirements, the serial encoder output of the FlightDEK-D180 reports pressure altitude, which, by definition, is indicated altitude when the baro is set to 29.92. So, when you set your FlightDEK-D180's baro adjustment to 29.92, its indicated altitude will match the altitude that is being reported to your transponder.

There are four different serial formats used by transponders. The FlightDEK-D180 can output any of these formats. To select which format the FlightDEK-D180 sends out its serial encoder output port, you must choose the appropriate format via the menu system. When the menu system is displayed, push the following sequence of buttons: MORE > SETUP > MORE > ALTENC. When in the Altitude Encoder Setup menu, you can toggle the resolution of the output between 10 and 100 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’s supplied EFIS harness has a serial altitude encoder cable which consists of 2 conductors, surrounded by a metal shield and white insulation. Dynon has shipped harnesses with different colors for Encoder serial transmit line. Determine your connections using the table above. Connect the Encoder serial transmit to your transponder’s serial input or to Dynon’s Serial-to-Gray Code Converter as described in the Encoder Serial-to-Gray Code Converter Installation section on page 8-29 in the Appendix.


Serial Altitude Formats

There are four formats used by serial transponders. Choose the correct format for your transponder in the ALTENC menu, using the FRMAT button.

Format 1

Used By

Garmin AT (formerly UPS Aviation Technologies), Dynon Encoder Serial-to-Parallel Converter

Baud rate

1200

Format

#AL, space, +/-sign, five altitude bytes, T+25, checksum, carriage return

Example message

#AL +05200T+25D7[CR]

Format 2

Used By

Magellan

Baud rate

1200

Format

$MGL, +/- sign, five altitude digits, T+25, checksum, carriage return

Example message

$MGL+05200T+25E3[CR]

Format 3

Used By

Northstar, Garmin

Baud rate

2400

Format

ALT, space, five altitude bytes, carriage return

Example message

ALT 05200[CR]

Format 4

Used By

Trimble, Garmin GTX327 (set on Icarus input), Garmin GTX330 (set on Icarus input), Icarus

Baud rate

9600

Format

ALT, space, five altitude bytes, carriage return

Example message

ALT 05200[CR]


External EMS Warning Light

EMS DB37 Pin

Color

Function

29

Yellow/Green

External warning light

You may use any standard LED or incandescent lamp (1.5 watts maximum) for an external warning light, used during EMS-related alarm conditions. Ensure that the lamp is designed for the voltage of your system. Mount it to your panel according to its recommendations. Connect one of the lamp’s leads to your plane’s power. Connect the other lead to External Warning Light, pin 29 on the FlightDEK-D180 37-pin wiring harness. During an alarm condition, this pin is connected to ground, causing current to flow through the lamp, lighting it. Verify EMS warning light connections using the test function in the GLOBAL menu. Enter the EMS menu by pressing any button beneath an EMS main page. Press MORE > SETUP > GLOBAL. Press DOWN▼ to select ALARM CONFIG and press SEL. Select TEST ALARM LIGHT and follow the instructions to test external light functionality.

Audio Alert Outputs

DB25 Pin

Color

Function

18

Green

EFIS Audio Alert Output

DB37 Pin

Color

Function

31

White/Orange

EMS Audio Alert Output

The FlightDEK-D180 has two audio alarm outputs: one for sounding EMS-related alarms, and one for sounding AOA and altitude alarms sourced from the EFIS. If you plan to use both alarm outputs, connect these outputs (whose pin numbers are shown in the tables at right) together and then to the outside terminal of a 10 kΩ variable resistor (not included) as shown below. If you only plan to use one of the audio alarm outputs, connect only its wire to the variable resistor.

*If you have purchased and installed an HS34, you do not need to connect the audio output for any of your other Dynon products. The HS34’s audio output reports both EFIS and EMS alerts in either voice or tone formats. Refer to the HS34 Wiring section on page 8-10 for more information.

Ensure that it is connected similar to the following diagram. You may obtain the variable resistor from Radio Shack (part # 271-1715) or other electronics supplier.

File:Image054.gifFile:Image055.gif

To set the volume of the AOA and engine alarms, you will need your FlightDEK-D180 powered on and the alarm output wired as described above. Enter the EFIS menu by pressing any button (except the leftmost or rightmost) beneath an EFIS page. Press MORE > SETUP > MORE > MORE > MORE > AOAALM. 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. Enter the EMS menu by pressing any button beneath an EMS main page. Press MORE > SETUP > GLOBAL. Press DOWN▼ to select ALARM CONFIG and press SEL. Scroll down to select TEST ALARM AUDIO. Press and hold SEL to generate a tone on the audio output. Verify that the volume is acceptable.

Dynon Smart Avionics Bus (DSAB) Wiring

EFIS DB25 pin#

Function

Wire color

4

DSAB-A

Green

5

DSAB-B

Blue

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.

You must connect the DSAB A connection (pin 4) on the EFIS DB25 female harness to the DSAB A connection for the next device in the chain. Do likewise for the DSAB B connection (pin 5). Some products – like the EFIS series and the HS34 – have only one pair of DSAB connections on the back connector; other products – like the EMS series – have two pairs, for wiring convenience. 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.

Refer to the DSAB Configuration chapter on page 7-1 for detailed instructions on configuring your DSAB network.

File:Image057.jpg


Panel Location and Mounting

The diagram below shows the outside dimensions of the front bezel of the FlightDEK-D180. Note that the instrument and tray extend about 4.5” behind the panel, and the supplied harness extends three inches more. 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-D180.

Avoid placing the instrument near heater vents or any source of extremely hot or cold air. Keep in mind that the air surrounding the FlightDEK-D180 during operation may be no warmer than 50 °C. Plan a panel location that allows convenient viewing of the instrument with no obstruction. When flying straight and level, the panel angle from vertical may not be greater than +/- 30 degrees. 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-D180 square with the direction of flight.

To mount the FlightDEK-D180, you must make a rectangular cutout in your panel. Ensure that the dimensions of the cutout are: 6.780” wide and 4.750” tall. Place the D100-series 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. Upon securing the mounting rack to the back of your panel, slide the FlightDEK-D180 into it. Use the included 7/64” Allen wrench to secure the mounting screw (at the bottom left of the front bezel) into mounting rack. At your discretion, you can also screw a #6-32 screw into the back of the mounting rack on the opposite side. This screw should penetrate into the instrument no further than ¼”.

File:Image059.jpg


Connecting Static & Pitot Lines

Text Box: The FlightDEK-D180’s attitude calculation requires airspeed data obtained via the pitot and static lines. To ensure proper operation, you MUST connect these ports to the pitot and static systems in your plane.The AOA, pitot, and static ports on the back of the FlightDEK-D180 are equipped with 1/8” NPT Female fittings. To attach your pitot and static lines to the back of the FlightDEK-D180, you must use standard 1/8” NPT Male fittings at the end of each of the lines.

To install, simply connect your static and pitot sources to the FlightDEK-D180, T’ing off of existing lines if performing a retrofit. 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-D180. Do not over-tighten.

If you purchased Dynon’s AOA pitot tube, note that it has pitot and AOA ports on it, but not static. You will need to provide your own source of static pressure for the FlightDEK-D180 and any other instrument in your panel which requires it.

File:Image062.gif


5.EFIS Calibration and Configuration

During manufacture, your FlightDEK-D180 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-D180. This section takes you through these steps to make sure that you have properly installed and configured your FlightDEK-D180.

CAUTION: It is your responsibility to fly your plane safely while performing any configuration or calibration in flight. The best scenario would include a second person to perform any necessary steps on the unit.

Ensuring Proper Installation

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. If a desired display item is not present, refer to the User’s Guide to use the CLUTTR feature to display the missing item.

Setting Zero Pitch (In flight)

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. Additionally, this feature should not be used to “zero out” pitch when the aircraft is at an attitude other than level. 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.

With your aircraft flying straight and level, enter the EFIS > SETUP > PITCH menu. Press INC or DEC until the horizon line intersects the center of the crosshairs. It is important that this be done while the aircraft is level to ensure proper pitch and roll display throughout all maneuvers.

Compass Heading Calibration

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 DSAB network, the Bus Master’s heading is used as the only heading source for all connected instruments. However, in the event of a DSAB failure, EFIS instruments revert to their local heading source. In a system already using a shared heading, you may still configure and calibrate the local heading source. As soon as you bring up any of the magnetic calibration menus (MAGINC, MAGCAL, MAGADJ, MAGINT), the heading and DG displays switch to display the locally-derived heading indication. The display stays on that source until exiting the magnetic configuration menu. If you do not have an EDC-D10A connected, REMOTE COMPASS NOT DETECTED is displayed when in any of these menus.

Setting Magnetic Inclination Angle and Intensity (Required)

In order to calibrate your FlightDEK-D180 heading, you must input your location’s current magnetic inclination angle and intensity. 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.

Obtaining Magnetic Inclination and Intensity

1.Connect to the internet and point your browser to http://www.dynonavionics.com/docs/maginfo.html.

2.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. If you enter a ZIP code, you must click on “Get Location” to get the correct latitude and longitude. Ensure that you enter the location where you will actually be performing the calibration.

3.After clicking “Get Location”, confirm that latitude and longitude fields are no longer zeroed out. If they are, your zip code may not be in the NOAA database. If this happens, try another zip code nearby.

4.Once that data is entered, you must select “Compute Magnetic Field Values” at the bottom of the page.

5.Note the angle next to the heading “Inclination =.” This is your local magnetic inclination angle. In most of North America and Europe, this value should be between 50 and 80 degrees. When entering the inclination into the FlightDEK-D180, round to the nearest 0.5º.

6.Note the 5-digit number next to the heading “Total Intensity =.” This is your local magnetic intensity. When entering the intensity into the FlightDEK-D180, round to the nearest whole number.

Entering inclination and intensity into the FlightDEK-D180

1.Enter the inclination setup menu by pressing any button beneath an EFIS page (except the far left or far right hotkeys), then MORE > SETUP > MORE > MORE > MAGINC

2.Press INC or DEC to increment or decrement the displayed inclination angle. Press and hold to change values more rapidly.

3.When the display shows the magnetic inclination angle for your location, press BACK to leave the menu.

4.Enter the magnetic intensity setup menu by pressing any button beneath an EFIS page (except the far left or far right hotkeys), then MORE > SETUP > MORE > MORE > MAGINT

5.Press SEL to change the digit being incremented or decremented. Press INC or DEC to increment or decrement the selected digit. Press and hold to change values more rapidly.

6.When the display shows the magnetic intensity for your location, press BACK to leave the menu.

EDC-D10A Heading Calibration (on ground only)

The procedure for in-plane calibration of the EDC-D10A involves pointing the aircraft in four directions and taking data at each direction using the FlightDEK-D180. The FlightDEK-D180 will then perform some calculations to ensure an accurate calibration.

During magnetic calibration, do not turn the power off on the FlightDEK-D180. 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:

1.FlightDEK-D180 and EDC-D10A installed in aircraft.

2.Magnetic inclination angle entered into the FlightDEK-D180. Refer to the Magnetic Inclination section above for information about determining the magnetic inclination angle and loading it into the FlightDEK-D180.

3.An accurate method of aligning the airplane with magnetic North, East, South, and West. An airport compass rose works well.

Once you have the installation completed, have verified that your EDC-D10A communicates with the FlightDEK-D180 (i.e., you see the heading tape displayed on the EFIS main page), and have located a suitable place to perform the calibration, perform the following steps:

1.Turn on the FlightDEK-D180 and allow it to warm up for at least 15 minutes before performing the calibration.

2.Align the airplane pointing magnetic North as closely as possible.

3.On the FlightDEK-D180, enter the menu system by pressing any button beneath an EFIS page (except the far left or far right hotkeys) and press MORE > SETUP > MORE > MORE > MAGCAL. You should see a menu that reads NORTH, EAST, SOUTH, and WEST. If you do not, then the EDC-D10A is not properly communicating with your FlightDEK-D180.

4.Press the NORTH button; you will see the message, COLLECTING DATA FOR NORTH along with a 15 second timer. Let the time run out before proceeding.

5.Align the airplane pointing magnetic East as closely as possible.

6.Press the EAST button; you will see the message, COLLECTING DATA FOR EAST along with a 15 second timer. Let the time run out before proceeding.

7.Align the airplane pointing magnetic South as closely as possible.

8.Press the SOUTH button; you will see the message, COLLECTING DATA FOR SOUTH along with a 15 second timer. Let the time run out before proceeding.

9.Align the airplane pointing magnetic West as closely as possible.

10.Press the WEST button; you will see the message, COLLECTING DATA FOR WEST along with a 15 second timer. Let the time run out before proceeding.

11.Press the END button. This will cause the FlightDEK-D180 to pause as it calculates. This pause should last between 1-20 seconds. However, if the collected data is poor, this can take as long as 5 minutes. A message will be displayed onscreen: CALCULATING MAGNETIC CALIBRATION VALUES.

12.Wait for the message CALIBRATION COMPLETE before attempting to use the FlightDEK-D180 or remove power. Press BACK to leave the menu.

This completes the EDC-D10A calibration process. 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-D180 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-D180). 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-D180 which will correct this. Orient your plane in a known direction, preferably on a compass rose at the airport. Navigate to the Heading Adjustment menu by pressing MORE > SETUP > MORE > MORE > MAGADJ. Increment or decrement the value of the heading offset until the FlightDEK-D180 heading corresponds to the direction in which your plane is pointed.

Configure Airspeed Color Thresholds

To configure the airspeed bar color thresholds for your unit enter the EFIS > SETUP > IASCLR menu. 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. Enter these values in units of knots, mph, or km/h depending on what airspeed units you are currently using (you may change the displayed airspeed units via EFIS > SETUP > UNITS > IAS).

Perform the following steps for each airspeed constant:

1.Press SEL to select the digit you wish to increment or decrement.

2.Press DEC- or INC+ to decrement or increment the selected digit.

3.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.


6.EMS Configuration

Once the engine sensors are physically installed, you must configure the FlightDEK-D180 to recognize and correctly display all engine parameters. To interact with the FlightDEK-D180 menu system, use the 6 buttons on the front panel. 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. Press MORE to see the next menu, and then SETUP to enter the setup menu. Pressing MORE will toggle through the various SETUP options. For the purposes of installation, you will be dealing with the GLOBAL, SENSOR, FUEL, TRIM (if installed) and FLAPS (if installed) options.

File:Image067.gifFull-Page Setup Menu Overview

File:Image069.jpgWhen in full-page menus, follow these tips to navigate through them:

Use the DOWN▼ and UP▲ buttons to scroll up and down through menu items.

Use the SEL► button to enter a submenu (the white area) as shown at right.

When in a submenu, press UP▲ and DOWN▼ to scroll through the available options.

If you have selected a value that can be toggled between a small number of values (like ALARM status), the SEL► button will appear. Press SEL► to toggle the value through its possible states. In the case of ALARM status, pressing SEL► would cycle from OFF to SELF-CLEAR to LATCHING and back to OFF.

If you have selected a value that can be incremented and decremented (like the HI YEL/GRN color boundary), the INC+ and DEC- buttons will appear. Press INC+ to increase the value and DEC- to decrease it.

The FlightDEK-D180 comes with most displays defaulted to ON. If you have not installed a given sensor or have reason to not display it, set the DISPLAY parameter to OFF.

The FlightDEK-D180 supports multiple types of sensors for some functions. For any input which supports more than one type of sensor, you must select a “sensor type” in its configuration section. This information is used by the FlightDEK-D180 to determine which sensor is installed for a given function. The default sensor type, “1,” is the most common Dynon-supplied sensor for each function. The various supported sensors and their types are described below, starting at page 6-7.

Alarm and Color Threshold Configuration

In the various sensor setup menus, you will be configuring the alarms and color thresholds. Below is an introduction to the principles used.

Alarms for any given sensor can have three different modes of operation. They are:

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.

File:Image071.jpgSELF-CLEAR – When an alarm condition occurs for the selected sensor, an alarm will be displayed (and sounded, if the audio alert connection to the intercom is made). If the given parameter enters normal values (i.e., comes out of the red), the alarm will be cancelled.

LATCHING – The alarm will continue to be displayed, even if the condition has returned to normal values again.

See the Global Parameters Setup on page 6-3 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. If an alarm for a given sensor is enabled (either SELF-CLEAR or LATCHING), the alarm will trigger at the red/yellow boundaries.

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.

When you modify one value, it will not “push” another value up or down. So, in the example above, you would not be able to increment the HI YEL/GRN parameter beyond 95 until you increased the HI RED/YEL parameter. Likewise, you would not be able decrement the HI RED/YEL value below 90 until you decrease the HI YEL/GRN parameter.

Global Parameters Setup

File:Image073.jpgWhen in the SETUP menu, press GLOBAL to bring up the full-screen menu seen at right. During installation, you only need to deal with the items under the INSTALL SETUP section. 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. Refer to the FlightDEK-D180 Pilot’s User Guide for more detailed information about the PILOT SETUP and SCREEN SETUP sections of the GLOBAL menu.

Press DOWN▼ until you have selected ENGINE TYPE. Press SEL► to toggle between 8.5:1, ROTAX, and OTHER. If you are using an 8.5:1 compression ratio engine, press DOWN▼ to select HP RATING and use the INC+ and DEC- buttons to set the value to the actual horsepower rating for your engine. Given the horsepower rating, an OAT, fuel flow, and altitude (from a connected EFIS-based product or GPS), the FlightDEK-D180 will calculate percent power and lean-of-peak/rich-of-peak status, displaying both next to the Manifold Pressure gauge. 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. If you own a Rotax engine, select the ROTAX engine type. You will not get a percent power reading, but the FlightDEK-D180 will automatically configure the oil temperature and tachometer scales and alert thresholds with the manufacturers’ operational ranges. For all other engines, select OTHER. Currently, the FlightDEK-D180 will calculate percent power for 8.5:1 compression ratio engines only. Dynon Avionics will consider adding more engine types to our percent power calculations; if yours is not currently supported, please send us your engine’s power chart for possible inclusion in future updates.

File:Image075.gifPress DOWN▼ until you have selected the item, # OF CHT. Press SEL► until the number shown reflects the number of cylinder head temperature sensors installed on the engine. For Rotax 9-series engines, select 2 to indicate the fact that the EMS will be monitoring the left and right pairs of cylinders.

File:Image077.gifPress DOWN▼ to select the item, # OF EGT. Press SEL► until the number shown reflects the number of exhaust gas temperature sensors installed on the engine.

Press DOWN▼ to select the item, CYL DISP. Press SEL► to toggle between SPLIT and COMBD. The split display presents CHTs and EGTs in separate locations as horizontal bars, and is available for 2 and 4 cylinder displays. The combined display presents CHTs and EGTs in the same location with EGTs as horizontal bars, and CHTs as tics on the bars.

Press DOWN▼ to select the item, # OF FUEL TANKS. Press SEL► until the number shown reflects the number of fuel tanks included on the aircraft.

If you need to adjust the Hobbs time on the FlightDEK-D180 to match that of your engine, press DOWN▼ to select the item, SET HOBBS TIME. Press SEL► to enter the Hobbs time setting submenu. Press SEL►to select the desired digit and then DOWN▼ or UP▲ to change the value. When you are finished, press BACK.

If you need to adjust the tachometer time on the FlightDEK-D180 to match that of your engine, press DOWN▼ to select the item, SET TACH TIME. Press SEL► to enter the tachometer time setting submenu. Press SEL►to select the desired digit and then DOWN▼ or UP▲ to change the value. When you are finished, press BACK.

Fuel Level Calibration

Prior to calibrating your fuel tanks, ensure that you have made the correct fuel level sensor type selection as described on page 6-10.

File:Image079.jpgEnter the EMS menu by pressing any button below an EMS main page and pressing MORE > SETUP > MORE > FUEL. 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 6-3. If you do not see the correct number of tanks here, go back to the GLOBAL section of the SETUP menu and set the correct number of tanks.

Begin with empty tanks and be ready to fill them to capacity with an accurate way of adding fuel in defined increments (i.e. a standard gas pump gauge). Orient your plane into level flight attitude, and repeat the following steps for each tank you wish to calibrate.

Use the DOWN▼ or UP▲ buttons to select the tank that you wish to calibrate, and press SEL►.

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. Once you have confirmed that the tank you are calibrating is empty, press START. Follow the on-screen instructions until the completion of your fuel calibration.

At the completion of your fuel level calibration, the FlightDEK-D180 will present you with a table of values in the format “pour #:mVgallons/liters”. Ensure that the mV values (just after the colon) change throughout the range of pours. Also, it is highly advised that you create a backup of your FlightDEK-D180 via the Dynon Product Support Program as soon as possible. This will ensure that the fuel calibration data is backed up, reducing the likelihood that you’ll need to repeat the process. 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. First, entering the FULL VALUE menu will allow you to configure the total amount of fuel available between all your tanks. 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. Likewise, the PRESET VALUE menu allows you configure a preset total fuel value – distinct from the full value – which you can reset the fuel computer to. Finally, the ADD THRESHOLD menu allows you to configure the fuel computer to automatically detect the addition of fuel when the EMS was off. 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. The threshold is set as a percentage of the full measurable amount of fuel.

Trim Calibration

File:Image081.jpgPrior to calibrating your trim sensors, ensure that you have connected them as described on page 3-14 and made the correct trim type selection for the desired GP inputs as described on page 6-16.

Enter the EMS menu by pressing any button below an EMS main page and pressing MORE > SETUP > MORE > TRIM. The TRIM CALIBRATION menu shows AILERON, ELEVATOR, and RUDDER, followed by the GP input that each is configured as (or NONE, if no GP input is configured for a given axis). Ensure that this list corresponds to the physical connections made during the setup described in the Trim and Flaps Position Potentiometers section on page 3-14.

During the calibration process, the onscreen instructions will direct you to put the trim into various positions, pressing NEXT after each change. The calibration process allows you to set a takeoff trim position; this position is displayed as a green line on the trim scale info item. During the calibration process, ensure that the number shown in the VALUE field changes as you adjust the trim. If the number does not change, the trim sensor may be incorrectly wired to the FlightDEK-D180, or incorrectly configured in the GP input selection under the SENSOR menu. At any point in the process, you may press CANCEL to end the calibration without overwriting the previous calibration results.

Once you are ready to calibrate, select the desired trim that you would like to calibrate, and press SEL► to enter its calibration menu. Press the RANGE button to begin calibrating the range of the trim. Follow the onscreen instructions, controlling trim to the required position before pressing NEXT. Repeat the process for the opposite position. The process will then prompt you to put the trim into takeoff position. If you do not require a takeoff indication on the given axis’ trim display, you may press NONE. When you have completed the calibration, press the DONE button.

Press the TAKOFF button to calibrate the takeoff position indicator. When calibrated, a green line is displayed on the trim scales, indicating takeoff position.

View the trim display on the EMS Main or Aux page (depending on where you configured it to display) to make sure that it works as expected. You may repeat this calibration process as many times as you wish.


File:Image083.jpgFlaps Calibration

Prior to calibrating your flaps sensor, ensure that you have connected it as described on page 3-14 and selected FLAP POS for the desired GP input FUNCT parameter as described on page 6-16.

Enter the EMS menu by pressing any button below an EMS main page and pressing MORE > SETUP > MORE > FLAPS. The FLAP CALIBRATION menu just shows FLAPS, followed by the GP input that each is configured as (or NONE, if no GP input is configured for a given axis). Ensure that this list corresponds to the physical connections made during the setup described in the Trim and Flaps Position Potentiometers section. Press SEL► to enter the flaps calibration menu.

During the calibration process, ensure that the number shown in the VALUE field changes as you adjust the flaps. If the number does not change, the flaps sensor may be incorrectly wired to the FlightDEK-D180, or incorrectly configured in the GP input selection under the SENSOR menu. At any point in the process, you may press CANCEL to end the calibration without overwriting the previous calibration results.

You must calibrate for at least 2 positions, and may calibrate for as many as 5. The calibration process first requires you to put the flaps in the 0° extended position. When you have done this, press NEXT. Next, you will calibrate for the second position. Press INC+ or DEC- to set the angle that you would like displayed for the second position. If you only wish to have 2 positions displayed, press DONE. Otherwise, press NEXT to repeat the process for the third position.

When you have completed the calibration, press DONE. View the flaps display on the EMS Main or Aux page (depending on where you configured it to display) to make sure that it works as expected. You may repeat this calibration process as many times as you wish.


Tachometer

File:Image085.jpgIf you have connected a tachometer source to either the RPM Left or Right inputs, set the DISPLAY parameter to ON, otherwise, set it to OFF. Next, select whether the tachometer is to the left or right of the manifold pressure display. Simply select POSITION and press SEL► to toggle between LEFT and RIGHT.

Select the alarm mode and the analog bar thresholds as described in Alarm and Color Threshold Configuration on page 6-2. Unlike most sensor displays, the tachometer supports a yellow band in the middle of the green band to accommodate engines which have a range of unsafe RPMs in the middle of the safe range. If you do not require this extra yellow band, simply set the LO GRN/YEL and LO YEL/GRN parameters to the same value.

Increment or decrement the PULS/REV R and L values to correspond to the number of pulses put out by your tachometer source for each engine revolution. You may select the pulses/rev for both the left and right tachometer inputs independently. If they are both p-lead inputs, these will likely be the same number. However, if you have connected two different types of tachometer sources, you will likely have to input different values into these fields. If you are using a p-lead connection, the PULS/REV value will typically be set to ½ or ¼ of the number of cylinders in the engine. If you find that the onscreen tachometer reads double or half what you expect, adjust the PULS/REV value until you observe the expected value. If you do not have anything hooked to one of the tachometer inputs, the PULS/REV setting for this input can be set to any value. The FlightDEK-D180 will automatically ignore this unused input.

Next, enter your normal cruise RPM. This is used when computing Tach Time on the AUX page. See the FlightDEK-D180 Pilot’s User Guide for more information.

Manifold Pressure

Sensor Type

Manifold Pressure Sensor

1

Dynon 100434-000

2

GRT MAP-01 or MAP-02

File:Image087.jpgIf the manifold pressure transducer has been installed, set the DISPLAY parameter to ON, otherwise, set it to OFF. Change the SENSOR TYPE to the correct number using the sensor type table. Select the alarm mode and the analog bar thresholds as described in Alarm and Color Threshold Configuration on page 6-2. Next, select whether the tachometer is to the left or right of the manifold pressure display. Simply select POSITION and press SEL► to toggle between LEFT and RIGHT. You will also see a similar selection in the manifold pressure setup menu.

Select the sensor type using the sensor type table below. If you select the GRT manifold pressure sensor, you will be presented with the values AuxSF and AuxOff. You must enter these values according to the ones printed on your manifold pressure sensor, provided by GRT.

Oil Pressure

Sensor Type

Oil Pressure Sensor

1

Dynon 100411-002 orRotax 912 pre-installed

2

GRT HPS-01

3

Jabiru pre-installed

File:Image089.jpg


Select the alarm mode and the analog bar thresholds as described in Alarm and Color Threshold Configuration on page 6-2. If the oil pressure transducer has been installed, set the DISPLAY parameter to ON, otherwise, set it to OFF. Change the SENSOR TYPE to the correct number using the sensor type table.

Oil Temperature

Sensor Type

Oil Temp Sensor

1

Dynon 100409-001

2

Dynon 100409-000

3

GRT FT-LC-01

4

Rotax pre-installed

5

Jabiru pre-installed

6

Chevrolet LS7 pre-installed

Select the alarm mode and the analog bar thresholds as described in Alarm and Color Threshold Configuration on page 6-2. If the oil temperature sensor has been installed, set the DISPLAY parameter to ON, otherwise, set it to OFF. Change the SENSOR TYPE to the correct number using the sensor type table.

File:Image091.jpg
Exhaust Gas Temperature (EGT)

File:Image093.jpgSelect the alarm mode and the analog bar thresholds as described in Alarm and Color Threshold Configuration on page 6-2. If one or more EGT thermocouples have been installed, set the DISPLAY parameter to ON; if no EGT thermocouples are installed, set it to OFF. There is no need to set a sensor type; any K-type thermocouple will work.

In addition to the configuration of the color thresholds, you can configure the top and bottom of the EGT/CHT analog scales independently. This allows you to show a narrower region of interest on the analog gauges to ensure easy detection of minor differences between cylinders. The TOP OF SCALE parameter defines the highest temperature displayed on the EGT analog gauge; The BOT OF SCALE parameter defines the lowest temperature displayed on the EGT analog gauge; the SCALE SECTIONS defines the number of sections into which the entire scale range is divided. Set the TOP OF SCALE, BOT OF SCALE, and SCALE SECTIONS to suit your needs.

For all SPLIT cylinder displays (2 and 4 cylinders only), you can set the SCALE SECTIONS for EGT and CHT independent of each other. For COMBD displays, EGT and CHT SCALE SECTIONS are tied together as the two sets of measurements are displayed on the same graph. All 1/3 EMS displays show EGTs and CHTs in the combined view. If you have set the EGT/CHT displays to be split on 2/3 EMS pages, swapping to a 1/3 EMS will cause the EGT SCALE SECTIONS value to take precedence over the CHT SCALE SECTIONS.

Span alarms

File:Image095.jpgYou may configure alarms based on the overall temperature span between the hottest and coolest cylinders’ EGTs. The span alarm configuration is located on the second page; press DOWN▼ from the bottom of page 1. First, press SEL► to toggle the DETECT setting to ON. Like other alarms, you can cycle ALARM through SELF-CLEAR, LATCHING, and OFF. See Alarm and Color Threshold Configuration on page 6-2 for definitions of those functions. Next, configure the MAX SPAN (the maximum temperature difference between hottest and coolest cylinders, in the units shown at the top of the menu) during non-leaning conditions. Next, configure the maximum span while leaning in the WHEN LEANING section. If you do not wish to have a different span alarm value while leaning, you must still configure this value to equal that of MAX SPAN. When the difference between your hottest and coldest cylinders’ EGTs is greater than the MAX SPAN value (or WHEN LEANING value, when leaning), a span alarm is triggered. When this occurs, those two EGT values will alternate between their actual value and a SPN alert. If you have configured the ALARM setting to either SELF-CLEAR or LATCHING, the SPN alarm will be red and will be accompanied by an alarm bar. If you have configured ALARM to be OFF, the SPN alarm will be yellow.

Cylinder Head Temperature (CHT)

File:Image097.jpgSelect the alarm mode and the analog bar thresholds as described in Alarm and Color Threshold Configuration on page 6-2. If one or more CHT sensors have been installed, set the DISPLAY parameter to ON; if no CHT sensors are installed, set it to OFF. If you are using J-type thermocouples, you are finished with the CHT configuration; there is no need to configure a sensor type. If you have a Rotax and are using resistive CHT sensors, refer to the General Purpose Inputs section on page 6-15 to configure the instrument to recognize your sensors.

In addition to the configuration of the color thresholds, you can configure the top and bottom of the EGT/CHT analog scales independently. This allows you to show a narrower region of interest on the analog gauges to ensure easy detection of minor differences between cylinders. The TOP OF SCALE parameter defines the highest temperature displayed on the EGT analog gauge; The BOT OF SCALE parameter defines the lowest temperature displayed on the EGT analog gauge; the SCALE SECTIONS defines the number of sections into which the entire scale range is divided. Set the TOP OF SCALE, BOT OF SCALE, and SCALE SECTIONS to suit your needs.

For all SPLIT cylinder displays (2 and 4 cylinders only), you can set the SCALE SECTIONS for EGT and CHT independent of each other. For COMBD displays, EGT and CHT SCALE SECTIONS are tied together as the two sets of measurements are displayed on the same graph. All 1/3 EMS displays show EGTs and CHTs in the combined view. All 1/3 EMS displays show EGTs and CHTs in the combined view. If you have set the EGT/CHT displays to be split on 2/3 EMS pages, swapping to a 1/3 EMS will cause the EGT SCALE SECTIONS value to take precedence over the CHT SCALE SECTIONS.

Span Alarms

File:Image099.jpgYou may configure alarms based on the overall temperature span between the hottest and coolest cylinders’ CHTs. The span alarm configuration is located on the second page; press DOWN▼ from the bottom of page 1. First, press SEL► to toggle the DETECT setting to ON. Like other alarms, you can cycle ALARM through SELF-CLEAR, LATCHING, and OFF. See Alarm and Color Threshold Configuration on page 6-2 for definitions of those functions. Next, configure the MAX SPAN (the maximum temperature difference between hottest and coolest cylinders, in the units shown at the top of the menu) during non-leaning conditions. Next, configure the maximum span while leaning in the WHEN LEANING section. If you do not wish to have a different span alarm value while leaning, you must still configure this value to equal that of MAX SPAN. When the difference between your hottest and coldest cylinders’ CHTs is greater than the MAX SPAN value (or WHEN LEANING value, when leaning), a span alarm is triggered. When this occurs, those two CHT values will alternate between their actual value and a SPN alert. If you have configured the ALARM setting to either SELF-CLEAR or LATCHING, the SPN alarm will be red and will be accompanied by an alarm bar. If you have configured ALARM to be OFF, the SPN alarm will be yellow.

Shock Cooling Alarms

You may configure alarms that trigger on the rate of cylinder head cooling. Press DOWN▼ to select DETECT, below SHOCK COOLING. Then, press SEL► to toggle the DETECT setting to ON. Like other alarms, you can cycle ALARM through SELF-CLEAR, LATCHING, and OFF. See Alarm and Color Threshold Configuration on page 6-2 for definitions of those functions. Next, configure the MAX º/MIN (maximum degrees of cooling per minute) parameter to the desired value. When any CHT’s rate of cooling exceeds this value, a shock cooling alarm is triggered. When this occurs, the CHT(s) exceeding the defined maximum cooling rate will alternate between their actual value and a SHK alert. If you have configured the ALARM setting to either SELF-CLEAR or LATCHING, the SHK alarm will be red and will be accompanied by an alarm bar. If you have configured ALARM to be OFF, the SHK alarm will be yellow.


Fuel Level

Sensor Type

Fuel Level Sensor

1

Resistive float-type sender

2

Capacitive sender(voltage output)

File:Image101.jpgIf one or more fuel level transducers have been installed, set the DISPLAY parameter to ON; if no fuel level sensors are installed, set it to OFF. Select the alarm mode and the analog bar thresholds as described in Alarm and Color Threshold Configuration on page 6-2. You may select the on-screen names for the Tank 1 and Tank 2 inputs. You may choose from LEFT, MAIN, and TNK1 for Tank 1. You may choose from RIGHT, AUX, and TNK2 for Tank 2. Change the SENSOR TYPE to the correct number using the sensor type table.

Fuel Pressure

Sensor Type

Fuel Pressure Sensor

1

Dynon 100411-000 (carbureted)

2

Dynon 100411-001 (injected)

3

GRT LPS-02 (remove the external pull-up resistor)

If a fuel pressure transducer has been installed, set the DISPLAY parameter to either TEXT or DIAL. When set to TEXT, the fuel pressure indication is displayed as a numerical value above a graphical fuel flow dial. When set to DIAL, the opposite is true. Note that changing this value toggles the equivalent value in the FUEL PRESSURE menu.

File:Image103.jpgIf the fuel pressure transducer has been installed, set the DISPLAY parameter to ON, otherwise, set it to OFF. Select the alarm mode and the analog bar thresholds as described in Alarm and Color Threshold Configuration on page 6-2.Change the SENSOR TYPE to the correct number using the sensor type table.


Fuel Flow

File:Image105.jpgFile:Image107.jpgIf the fuel flow transducer has been installed, set the DISPLAY parameter to either TEXT or DIAL. When set to TEXT, the fuel flow indication is displayed as a numerical value above a graphical fuel pressure dial. When set to DIAL, the opposite is true. Note that changing this value toggles the equivalent value in the FUEL PRESSURE menu. Fuel flow can also be displayed as an info bar, as described in the FlightDEK-D180 Pilot’s User Guide > Global Configuration Settings > Info Item Configurationsection.

Select the alarm mode and the analog bar thresholds as described in Alarm and Color Threshold Configuration on page 6-2.Next, find the K-value associated with your fuel flow transducer. This can be found on the tag that came with the transducer. The K-value for your transducer is 10 times the number shown after the dash. So, if your transducer had the tag shown at right attached to it, you would enter a K-value of 29590 in the K-VALUE section of the Fuel Flow configuration menu. If you have lost your tag, a starting K-value of 30000 will be close enough to begin using the function.

Over time, you may notice that the instrument’s computation of gallons or liters remaining (based on fuel flow) is either high or low. This is a result of many factors, including individual installation. To correct for this, follow this procedure:

Over several fill-ups keep a running total of the amount of fuel added. Keep a running total of the GALS (or LTRS) USED parameter over this same time span.

Perform the following calculation: File:Image109.gif. You should obtain a number that is close to 1. We’ll call this number, KFactorRatio.

Now perform this calculation: CurrentKFactor*KFactorRatio. Enter this number as your new K-Factor.

Observe the results over your next tank for accuracy. Repeat the above if necessary.

The general rule of thumb: if your GALS (or LTRS) USED reads higher than you expect, increase the K-factor; if it reads lower than you expect, decrease the K-factor.


Voltage

The voltmeter info item reports the voltage that the FlightDEK-D180 reads on its Primary Power input (pin 1 on the EMS 37-pin connector). Because of this, there is no sensor to install or configure. Simply, select the alarm mode and the analog bar thresholds as described in Alarm and Color Threshold Configuration on page 6-2. Configure the voltmeter info bar to display in the desired location(s), as described in the FlightDEK-D180 Pilot’s User Guide > Global Configuration Settings > Info Item Configurationsection.

Current

Sensor Type

Ammeter Sensor

1

Dynon 100412-000

2

GRT CS-01

File:Image111.jpgIf a current sensor has been installed, set the DISPLAY parameter to ON, otherwise, set it to OFF. First, select whether your ammeter will be showing positive and negative currents (-60A TO 60A; used for Location A) or only positive currents (0A TO 60A; used for Locations B and C). This will depend on your installation as mentioned in the Ammeter Shunt installation section on page 3-11. Select the alarm mode and the analog bar thresholds as described in Alarm and Color Threshold Configuration on page 6-2. Change the SENSOR TYPE to the correct number using the sensor type table. Configure the ammeter info bar to display in the desired location(s), as described in the FlightDEK-D180 Pilot’s User Guide > Global Configuration Settings > Info Item Configurationsection.

If you are using the GRT CS-01 Hall effect sensor, you may need to set the zero-point of the sensor. After you have selected a SENSOR TYPE of “2,” the OFFSET parameter will be displayed. Adjust the OFFSET (in increments of 1 amp) until the current displayed on the EMS Main page screen is correct at a known current.


General Purpose Inputs

Note that while GP inputs are shown below the HS34 INPUTS section, they are not available until you purchase and connect an HS34 expansion module. Ensure you are configuring in one of the three EMS GP INPUT menus.

File:Image113.jpgIn each of the 3 GP INPUT submenus, you must select the function corresponding to the sensor that is installed for the respective GP connection.. Ensure that you have configured your info items on the main and aux pages to display the desired GP inputs. Note that each GP menu will have help text, reading “DISPLAYED: INFO #” for each info item position where the given GP parameter is displayed. If the given info item is not configured to display anywhere, no text will be shown. Configure the info item (bar, text, or flaps/trim) for each GP input to display in the desired location(s)s, as described in the FlightDEK-D180 Pilot’s User Guide > Global Configuration Settings > Info Item Configurationsection.

We recommend that you set the FUNCT for all unused GP inputs to UNUSED.

Rotax CHT

Select GP INPUT 1 and press SEL to change the FUNCT parameter to ROTAX CHT L. Back out and select GP INPUT 2 and press SEL to change the FUNCT parameter to ROTAX CHT R. Refer to the Cylinder Head Temperature (CHT) setup section on page 6-10 for information about changing the various CHT-related parameters.

Resistive Fuel Level

Under the desired GP input number, set FUNCT to FUEL LVL 3 or FUEL LVL 4 (if FUEL LVL 3 has already been chosen on a different GP input). All fuel level inputs use the same alarm settings. Configure these as described in the Alarm and Color Threshold Configuration section on page 6-2.

Sensor Type

Carburetor Temp Sensor

1

Dynon 100468-000 – Rev A (with black wires)

2

GRT CARB-01

3

Dynon 100609-000- Rev B (with white/black wires)

Carburetor Temperature

Under the desired GP input number, set FUNCT to CARB TEMP. Select the analog bar thresholds as described in the Alarm and Color Threshold Configuration section on page 6-2.Set the SENSOR TYPE to the correct number using the sensor type table.

Coolant Temperature

Sensor Type

Coolant Temp Sensor

1

Dynon 100409-001

2

Chevrolet LS7 pre-installed

3

Dynon 100409-000

4

Rotax 801-10-1

Under the desired GP input number, set FUNCT to COOL TEMP. Select the analog bar thresholds as described in the Alarm and Color Threshold Configuration section on page 6-2.Set the SENSOR TYPE to the correct number using the sensor type table.

Coolant Pressure

Sensor Type

Coolant Pressure Sensor

1

Dynon 100411-000

Under the desired GP input number, set FUNCT to COOL TEMP. Select the analog bar thresholds as described in the Alarm and Color Threshold Configuration section on page 6-2.Set the SENSOR TYPE to the correct number using the sensor type table.

Outside Air Temperature Sensor

Sensor Type

OAT Sensor

1

Dynon 100433-000

2

GRT OAT-01

Under the desired GP input number, set FUNCT to OAT. Select the analog bar thresholds as described in the Alarm and Color Threshold Configuration section on page 6-2.Set the SENSOR TYPE to the correct number using the sensor type table.

Aileron Trim

Under the desired GP input number, set FUNCT to TRIM AILRN. There are no alarm thresholds or any other setting required for aileron trim.

Elevator Trim

Under the desired GP input number, set FUNCT to TRIM ELEV. There are no alarm thresholds or any other setting required for elevator trim.

Rudder Trim

Under the desired GP input number, set FUNCT to TRIM RUDR. There are no alarm thresholds or any other setting required for rudder trim.

Flap Position

Under the desired GP input number, set FUNCT to FLAP POS. There are no alarm thresholds or any other setting required for flap position.

General Purpose Temperature

Sensor Type

GP Temp Sensor

1

Dynon 100433-000

2

GRT OAT-01

Under the desired GP input number, set FUNCT to GP TEMP. Select the analog bar thresholds as described in the Alarm and Color Threshold Configuration section on page 6-2.Set the SENSOR TYPE to the correct number using the sensor type table.

Press DOWN▼ to select the LABEL 1 field. The first character of the 4-character name is highlighted. Press INC+ or DEC- to cycle through the numbers and letters for the first character. When you have selected the desired letter, press SEL► to move to the next character. Repeat this for each of the characters in the contact name field. If desired, repeat this for LABEL 2. If you leave LABEL 2 with its default “----” value, the temperature units are displayed beneath the temperature bar’s label; otherwise, the value of LABEL 2 is displayed.

Contacts

Note that while contacts are shown below the HS34 INPUTS section, they are not available until you purchase and connect an HS34 expansion module. Ensure you are configuring in either of the two EMS CONTACT menus.

Select the alarm mode as described in the Alarm and Color Threshold Configuration section on page 6-2. Contacts can only be configured as an INFO ITEM. Configure the contacts info item to display in the desired location(s), as described in the FlightDEK-D180 Pilot’s User Guide > Global Configuration Settings > Info Item Configurationsection.

Press DOWN▼ to select the NAME field. The first character of the 4-character name is highlighted. Press INC+ or DEC- to cycle through the numbers and letters for the first character. When you have selected the desired letter, press SEL► to move to the next character. Repeat this for each of the characters in the contact name field.

File:Image114.jpgPress DOWN▼ to select OPEN LABEL. The label you enter here will be shown when the external contact is open (disconnected from ground). Select OPEN COLOR and press SEL► until the desired color for an open contact is displayed. Repeat these two steps for CLSD LABEL (label shown when contact is connected to ground) and CLSD COLOR.

Contact alarm triggering is based on the color selected in the COLOR field for either of the states. If you have selected a SELF-CLEAR or LATCHING alarm for a contact and it enters a state selected to be RED, the EMS will display the alarm bar and the contact label will blink onscreen.

General Purpose Thermocouple

Sensor Type

GP Temp Sensor

J

J Type Thermocouple

K

K Type Thermocouple

Select the alarm mode as described in the Alarm and Color Threshold Configuration section on page 6-2. Configure the GP thermocouple info bar to display in the desired location(s), as described in the FlightDEK-D180 Pilot’s User Guide > Global Configuration Settings > Info Item Configurationsection.

After configuring alarms, press DOWN▼ to select the LABEL 1 field. The first character of the 4-character name is highlighted. Press INC+ or DEC- to cycle through the numbers and letters for the first character. When you have selected the desired letter, press SEL► to move to the next character. Repeat this for each of the characters in the contact name field. If desired, repeat this for LABEL 2. If you leave LABEL 2 with its default “----” value, the temperature units are displayed beneath the temperature bar’s label; otherwise, the value of LABEL 2 is displayed. Set the SENSOR TYPE to J or K, depending on the thermocouple type used.


7.DSAB Configuration

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.

Network Concepts

Assignableroles by product

EFIS-D10A/ EFIS-D100

EMS-D10/ EMS-D120

FlightDEK-D180

HS34

Bus Master

X

X

EFIS

X

X

EMS

X

X

OAT

X

X

X

Compass

X

X

HS34

X

A few concepts must be understood before configuring a DSAB-connected 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. A DSAB-connected network must have at least one EFIS-based product (EFIS-D10A, EFIS-D100, or FlightDEK-D180), and only an EFIS-based product can be assigned the Bus Master role. The Bus Master is the instrument which manages communication on the network. If the Bus Master is turned off or fails all data sharing ceases, causing units to display internally-derived data only. When you first perform DSAB network configuration on an EFIS-based instrument, that device is automatically assigned the Bus Master role. Perform DSAB configuration on your primary EFIS-based instrument, as the Bus Master is also the default provider for both the EFIS and Compass roles.

Example Networks

The following two pages present diagrams of example DSAB-connected networks. These examples illustrate and expand upon some of the concepts discussed above. The first diagram depicts a system without an HS34 connected, demonstrating where NAV and GPS devices should be connected. The second diagram depicts a system with an HS34 connected, demonstrating that all NAV and GPS devices must be connected to the HS34. Both diagrams discuss what devices can be assigned various roles and what happens when DSAB fails.

File:Image116.jpgFile:Image118.jpg

Initial Setup

As mentioned at the beginning of this chapter, configure your DSAB network only after all other installation steps have been performed. To begin configuration, enter the EFIS > SETUP > DSAB menu. A full-page menu appears with three options: STATUS, CONFIGURATION, and BRIGHTNESS. Push DOWN▼ to select CONFIGURATION and then SEL► to enter the CONFIGURATION submenu. Note that if you press CONFIGURATION from an EMS-only product (via EMS > SETUP > DSAB), the display prompts you to begin the configuration process from an EFIS-based product.

If this is not your first time configuring your DSAB network, a prompt appears asking if you wish to re-configure the network. If you do not want to re-configure, press NO; otherwise, press YES to proceed with configuration as if this is a first-time install.

The first screen in the configuration process asks you to power on all devices in the system before pressing CONFIGURE NOW (button 1 or 2). After doing this, a second screen appears asking you to wait while the instrument detects all other devices connected via DSAB. While doing this, it assigns both the Bus Master and EFIS roles to itself.

During network detection, the Bus Master attempts to automatically assign as many roles as it can. The following table describes the logic used in assigning roles for network devices.

How role is assigned

Bus Master

·Auto-assigned to instrument user is configuring on.

EFIS

·Auto-assigned to instrument user is configuring on.

EMS

·If one EMS detected, assigned automatically.·If Bus Master is EMS (i.e., FlightDEK-D180) assigned automatically.·If more than one non-bus-master EMS detected, user must assign.

OAT

·If one OAT detected, assigned automatically.·If more than one OAT detected, user must assign.·Note that for an OAT to be used it must be connected to an instrument assigned the EFIS or EMS role (i.e., if configuring DSAB on a FlightDEK-D180 with no OAT attached, the OAT role cannot be assigned to another instrument in the system as the FlightDEK-D180 is already assigned both the EFIS and EMS roles).

Compass

·Auto-assigned to instrument providing the EFIS/Bus Master roles.

HS34

·If one HS34 detected, assigned automatically.·If more than one HS34 detected, error displayed: Not a supported configuration.

If the configuration process could not automatically assign the EMS and OAT roles, it prompts you to assign each of them to the instrument of your choice. It then presents a list of all instruments on the network capable of being assigned each role. Use the DOWN▼ and UP▲ buttons to select the preferred instrument to provide the given role. The serial number for each unit is displayed next to its product type. Additionally, with an instrument type selected, pressing IDENT changes that instrument’s display to a black screen with the text DSAB IDENT shown. If the instrument you wish to identify is the one which you are currently interacting with, the line changes to read THIS UNIT. When you have selected the preferred provider for the role, press SELECT to continue in the process. If necessary, repeat with the next manually assigned role.

At this point, a screen is displayed indicating that network configuration is complete. Press FINISH to end the configuration. You may repeat the configuration process as many times as you wish. Whenever you add or remove an instrument from your network, you must redo the DSAB configuration process.

Brightness Configuration

In a DSAB network, changing the brightness level of one instrument affects all connected instruments. Dynon Avionics sells D100-series instruments with both regular and bright screens. Each instrument connected to your DSAB network must have its display type configured to ensure that perceived brightness matches across all screens. To do this, enter the SETUP > DSAB > BRIGHTNESS menu on each product in the system. If you purchased the bright screen option for your FlightDEK-D180, press TOGGLE to change the BRIGHT SCREEN status to YES. Otherwise, ensure this is set to NO.

Network Status

File:Image120.jpgThe STATUS submenu displays information on all configured devices, their serial numbers, their roles on the network, and whether or not they are currently online.

The first line indicates how many devices are configured on the network. This number is independent of the number of devices actually currently turned on and communicating. It simply reports how many instruments were present during the most recent execution of DSAB configuration.

The next several lines indicate the available roles that the selected instrument can provide. A “*” is placed next to the roles that the instrument is currently providing to the network. If any of those roles cannot be detected (e.g., the EFIS’s compass has been disconnected), a “?” is displayed next to that role. If the instrument cannot be found by the network, its STATUS field reads OFFLINE. If an instrument is offline, all of its provided roles are listed as not detected.

The selected instrument’s serial number is displayed, assisting in identification. Additionally, pressing IDENT causes the selected instrument’s display to display a black screen with the text DSAB IDENT shown. If the instrument you wish to identify is the one which you are currently interacting with, the line changes to read THIS UNIT.

Press DOWN▼ or UP▲ to scroll through each of the other instruments configured in your network.


8.Appendix

The appendices contain additional information pertaining to the installation of the FlightDEK-D180. You will find here a table of weights, specifications, the maintenance manual, the OAT Installation and Operating Guide, the AOA Pitot Installation Guide, and the Blind encoder Serial-to-Gray Code Installation Guide.

Appendix A: Instructions for Continued Airworthiness

Introduction

This section gives the installer or mechanic information pertaining to maintenance of the FlightDEK-D180. Additionally, it provides the steps necessary to ensure continued airworthiness for the unit.

Caution

With the exception of replacing the internal emergency battery, the FlightDEK-D180 contains no user-serviceable parts. Refer all servicing to Dynon Avionics.

Instructions for continued airworthiness

Other than for regulatory periodic checks and an annual internal battery capacity test (if optional internal emergency battery is installed), maintenance of the FlightDEK-D180 is “on-condition” only. With the exception of the battery, periodic maintenance of the FlightDEK-D180 is not required.

Altimeter Check

The following test can be performed on an as-needed basis. If the altimeter is found to be out of specification, the following single-point adjustment can be performed by navigating the menus to SETUP > ALTADJ. In the Altimeter Adjustment menu, you can change the displayed altitude by up to 500 feet up or down. After making this adjustment, ensure that the altimeter on the FlightDEK-D180 meets the tolerances allowed between 0 and 30,000 feet. If this adjustment does not bring the altimeter on the FlightDEK-D180 to within specification at all attitudes, please contact Dynon Avionics to return for service.

Internal Battery Check

If your FlightDEK-D180 has a rechargeable internal emergency battery, it is necessary to ensure that the battery capacity is such that it will last at least 1.5 hours on a full charge. At least once per year, perform the following test.

1.With the FlightDEK-D180 drawing power from an external source, allow it to charge its internal battery above 16.0 volts. Observe the voltmeter under the INFO selection option in the menu system. The battery may charge to as high as 16.8 volts, but it is only necessary to charge it to 16.0 volts for this test.

2.Remove all sources of external power from the FlightDEK-D180, ensuring that it is operating off its internal battery.

3.Ensure that the screen is at its full brightness level. To do this, enter the menu system by pressing any button beneath an EFIS page (except the far left or far right hotkeys) and press MORE > DIM and increase the brightness until it will not increase anymore.

4.Let the unit remain on for 1.5 hours.

5.If, after these 1.5 hours, your FlightDEK-D180 has not turned off and does not display the INTERNAL BATTERY LOW warning, your battery passes the capacity test.

6.Make sure you recharge your battery; a full charge is reached when the voltmeter shows at least 16.2 volts on the internal battery.

If your battery does not pass the above test, please contact Dynon Avionics and refer to Appendix E for battery replacement instructions.

Firmware Upgrade

Dynon Avionics provides free firmware updates for all its products, and continues to add new features periodically. We suggest that you regularly ensure that your FlightDEK-D180 has the latest firmware by visiting our website at http://DynonAvionics.com/downloads/ and downloading the latest Dynon Product Support Program. This software contains the latest firmware updates for all our products.

Internal Error Messages

The following table describes the error/warning messages that the FlightDEK-D180 could display.

Alert Message

Meaning

End condition

INTERNAL ERROR SERVICE UNIT

This error can occur for a few reasons, including an aborted upload.

When this error appears, it may be possible to recover your unit in the field. The best way of ensuring this is to call Dynon Avionics immediately. However, there is a good possibility that the unit will have to be returned for service.

INTERNAL BATTERY LOW

You will see this alert only when operating the unit solely off the internal backup battery. When its voltage has dropped below a certain threshold, you will see this alert. Additionally, the voltmeter will be displayed onscreen. When you see this alert, it is advisable that you turn the unit off by pressing the POWER button in Main Menu 1.

The alert will disappear when you press any button; however, it is advised that you do not ignore this alert, as it appears when the unit’s internal battery has very little life left. This alert will also go away upon the application of either the external backup battery or master switch power. At that point, the battery will begin charging off the external power.

HOLD TO POWER DOWN

This alert appears when you have pressed the POWER button in Main Menu 1. If the button is held for 2 seconds, the unit will turn off.

Releasing the POWER button will cause the alert to disappear and the unit will continue normal operation.

POWER DOWN IN 30 SECS.

This alert appears when master switch power has been switched off but either the internal or the external emergency batteries are still connected. If no button is pressed within 30 seconds of when the alert appears, the unit turns off. The voltmeter also appears onscreen to show you the currently measured battery voltages prior to the unit turning off.

If any button is pressed, the alert will disappear and the unit will stay on. This will cause the unit to continue full operation on battery power. Remember that the internal battery is rated for a minimum of 2 hours when fully charged. If no button is pressed within 30 seconds, the unit will turn itself off, entering extremely low-power mode.

TEMPERATURE UNSTABLE

When the unit is turned on after having been off for a long period, its internal temperature will rise above ambient at a fast rate. This fast change in temperature can sometimes reduce the reliability of the output of the sensors. Therefore, this alert is displayed and the horizon indication is changed from blue/brown to grey/black.

The alert will disappear when you press any of the buttons. The screen will remain grey and black until the temperature within the unit has stabilized. This temperature instability should last no longer than 2 minutes. For this reason, it is a good idea to turn the unit on before you run through any of the preflight procedures, so that it will be ready by the time you are ready to fly.

HORIZON RECOVERING…

You will see this alert anytime the unit is rotated at a rate faster than 150 degrees/second or the unit is powered on with airspeed applied. Rotating the unit faster than this threshold will saturate the gyros, leading to potentially erroneous display. The blue/brown horizon indication will turn grey and black to indicate that the artificial horizon is not currently a trusted source. Note that this alert will only appear when airspeed is non-zero; using the FlightDEK-D180 on the bench will not trigger this alert.

Pressing any button will remove the text of the alert. However, the horizon indication will remain grey/black until the unit has resumed normal operation. Once an indeterminate attitude is detected, the unit enters a fast recovery mode and usually recovers within 5 seconds of coordinated flight.

TIMER EXPIRE

This alert appears when you have a down timer enabled and it has reached 0. Additionally the up timer menu will display and the timer will flash the clock display, alerting you that the down timer has expired. See the Timer section in the FlightDEK-D180 Pilot’s User Guide

Pressing any button will remove the alert and stop the timer from flashing. However, you must press STOP in the Up Timer menu to stop the up timer. This allows you to see how much time has elapsed since the down timer has expired.

REMOTE COMPASS NOT DETECTED

The FlightDEK-D180 is unable to communicate with the EDC-D10A. If you have an OAT connected to your EDC-D10A, you will lose this reading, as well.

Ensure that you a) have an EDC-D10A installed and b) have verified that the wiring to the EDC-D10A is correct. Please see the FlightDEK-D180 Installation Guide for more information on verifying the installation of the EDC-D10A.This error also can appear if you have updated the firmware in your FlightDEK-D180 while the remote compass was not connected. If this is the case, try uploading the new firmware again with the EDC-D10A connected. Attempt the connection within the first few seconds of operation.Note that the FlightDEK-D180 does not have internal magnetic sensors and thus requires the EDC-D10A be connected.

OAT SENSOR NOT DETECTED

This alert appears when the EFIS has an OAT connected and then loses that connection for some reason. Either the EDC-D10A has become disconnected, or the OAT sensor itself has become disconnected from the EDC-D10A.

Double-check your wiring between the FlightDEK-D180 and the EDC-D10A as well as that of the OAT sensor.


Troubleshooting Guide

The following table provides a list of potential issues that the FlightDEK-D180 may experience. The symptom is given on the left side while the probable solution is listed at the right. You may also post about your issue at www.dynonavionics.com/forum/, where we and other active users may be able to assist you.

Problem

Solution

After performing a magnetic calibration the FlightDEK-D180’s heading is wrong by a constant amount.

Orient your plane in a known direction, preferably on a compass rose at the airport. Navigate to the Heading Adjustment menu by pressing SETUP > MORE > MORE > MAGADJ. Increment or decrement the value of the heading until the FlightDEK-D180 heading corresponds to the direction in which your plane is pointed.

When the barometer on the unit is set correctly, the displayed altitude is wrong by a constant amount at all altitudes.

Set the barometer to the correct value for your current location. Note the difference between the displayed altitude and the actual altitude for your location. Navigate to the Altitude Adjustment menu by pressing SETUP > MORE > ALTADJ. Increment or decrement the value of the altitude until the FlightDEK-D180 altitude corresponds to that of the current location of your plane. If you need to adjust by more than 200 ft, or find that you need to adjust frequently (after setting your baro), please get in touch with us for assistance.

Airspeed is inaccurate by between 1 and 10 knots (or equivalent, in other units) at takeoff speed.

You may recalibrate your FlightDEK-D180’s zero pressure value. With your plane in as windless an environment as possible (e.g., a hangar), cover both the pitot and static ports with a sock or cloth to minimize airflow without putting pressure on the ports. Next, on the FlightDEK-D180, enter the EFIS main menu, press MORE > SETUP > MORE > MORE > MORE > SPDCAL. When you are confident that there is no pressure on the pitot and static ports, press either button corresponding to SET ZERO PRESSURE. Press YES to confirm you have zero pressure on the pitot and static ports. You will see a message indicating that the unit is calibrating. This should only take a few seconds. On your next flight, verify that the airspeed is what you expect. To reset the airspeed calibration to factory defaults, enter the SPDCAL menu, and press RESET DFLTS.

FlightDEK-D180 displays continuous or blinking blue screen

Ensure that your power supply is capable of supplying at least 2 amps and that it is at least 10 volts. If, after verifying that you have met these two conditions the unit does not operate normally, it is necessary to contact Dynon Avionics.

FlightDEK-D180 screen stays black when power is applied

Verify Primary Power is connected.Verify Primary Power is above 10 volts.

FlightDEK-D180 indicates over temperature condition

Provide additional cooling to instrument

FlightDEK-D180 indicates incorrect heading

(Re)calibrate the magnetic heading using the procedure described above.

Internal battery life is too short

Verify internal battery is charged to above 16 volts using FlightDEK-D180 voltmeter. Re-run capacity test.Replace battery if insufficient capacity.

Clock setting is lost

If present, verify internal battery is charged.If no internal battery, verify Keep Alive power is supplied to unit at all times.

Cannot make connection with PC

Verify wiring is correct.Verify no other programs using the COM port are running on the PC.Verify latest version of The Dynon Product Support Program is being used.

Unit will not boot off battery power

This can be normal behavior for the FlightDEK-D180. When booted off master power, the FlightDEK-D180 will have no problem continuing to run off battery power. However, at startup, it draws more current than the battery can provide.

Instructions for Return

If none of the above sections have helped resolve an ongoing issue with your FlightDEK-D180, please call Dynon Avionics at 425-402-0433 to discuss the issue with Technical Support. If, after troubleshooting with a Dynon representative, the issue cannot be resolved, we will provide you with an RMA number to use when shipping the FlightDEK-D180 to us. If your unit is still under warranty, the repairs will be performed and the FlightDEK-D180 will be returned promptly. If your warranty has expired, the Dynon representative will make arrangements with you and make you fully aware of the costs before proceeding with the repair.

We recommend that you also send your EDC-D10A remote compass along with your FlightDEK-D180. This ensures that if we upgrade the firmware in your FlightDEK-D180, the EDC-D10A will have corresponding firmware.

While Dynon Avionics makes every effort to save and restore your unit’s settings and calibrations, we cannot guarantee that this will happen. Please note that after you receive your unit back from Dynon Avionics with a factory calibration, the heading display on the FlightDEK-D180 may be inaccurate once re-installed in your airplane, due to installation-specific magnetic effects. If this is the case, you will have to perform the magnetic calibration again. When you receive your FlightDEK-D180, it may have newer firmware installed on it than it did when you sent it in. Check http://DynonAvionics.com/downloads/ for information on what’s new.


Appendix B: Dynon EFIS OAT Probe Installation and Usage

Note that this section only applies to the OAT with 3 wires (colored red, yellow, and blue), for connection to the EDC-D10A. If you have the 2-wire EMS OAT connected to the DB37 connector, you do not need to also have the EFIS OAT connected. See the Outside Air Temperature Sensor installation section on page 3-12 for information on installing the 2-wire OAT. Ensure that no EMS GP input is configured as an OAT. Only one type of OAT can be connected to the system.

The following instructions provide information on installing and using the FlightDEK-D180 OAT probe. Keep in mind that this probe is designed specifically to work with Dynon products. Do not expect it to work properly with another OAT or TAS/Density Altitude system. Your FlightDEK-D180 can receive its OAT value from the 2-wire EMS OAT; it is not necessary to use both OATs.

Tools and Materials Required

·Dynon Avionics OAT probe/cable with nylon nut and washer.

·Drill with 3/8” bit

·Dynon Avionics EDC-D10A remote compass module.

·2 machined D-sub pins

·D-sub pin crimp tool

·Loctite

Installation

Mount Location

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). It is acceptable to extend the length of the included wiring for the OAT. 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. On the RV series, common locations include the wingtip and under the horizontal stabilizer.

Mounting Instructions

After the mounting location has been determined, drill a 3/8” hole in the skin at the desired location. Uncoil the 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.

Wiring Instructions.

File:Image122.jpgOnce you have physically mounted the OAT probe, route its attached cable to the EDC-D10A remote magnetic compass module. Crimp the included female D-sub pins onto the yellow and red wires, but leave the blue wire/shield combination bare. Plug the yellow wire into pin 2 on the female DB9 connector which mates with the EDC-D10A. Plug the red wire into pin 7. Connect the blue wire/shield combination to the same ground that feeds the EDC-D10A through pin 1, as described below. The front of the female connector is pictured at right. You will be pushing the pins into the back of this connector.

To connect the blue wire, white wire, and shield (the three ground connections) into one pin, crimp a connector onto the stripped end of the ground wires from the FlightDEK-D180 (or, if using the Dynon-supplied harness, use the existing pinned ground lead). Strip some extra insulation off this ground wire. Connect the OAT ground wire and shield to the exposed conductor of the wire with a crimped pin. Soldering is the ideal way of connecting these wires, provided you reinsulated the exposed wires with heatshrink or other insulation. You may also use a butt splice to connect these 3 leads together.

WARNING: DO NOT MAKE CONNECTIONS WHILE THE FlightDEK-D180 IS POWERED!

Installed Type

Sensor

N

No OAT installed, dial in OAT value in OATSET menu, or use DSAB OAT provider

1

Dynon part # 100240-000

2

Dynon part #100433-001– marked with a black band near the sensor

OAT/TAS/DA Display

You must set up the FlightDEK-D180 to recognize the OAT. The FlightDEK-D180 supports two different types of OATs as well as a manual input of the outside temperature. To set this up, enter the menu system by pressing any button beneath an EFIS page, and press MORE > SETUP > MORE > OAT. Push the INSTALLED button (either button 1 or 2) to toggle between N, 1 and 2. Refer to the chart above to determine what sensor you need to set it up as. Note: A box will be present around the temperature value if the OAT INSTALLED parameter is set to N. This denotes that the OAT probe is not installed and thus not providing temperature data to the EFIS.

To display the data from the OAT probe, press any button below an EFIS page to bring up the EFIS menu and press MORE > INFO. Select the side of the screen that you wish to display TAS/DA information on (LEFT or RIGHT). Push the button labeled OAT. The values for outside air temperature, density altitude and true airspeed will be shown.

Calibration and Adjustment

Before calibration or adjustment, it is possible for the OAT sensor to read as much as 5 degrees Celsius off the actual value. Therefore, it may be necessary to adjust the displayed air temperature value to compensate for this. To make this adjustment, you must enter the menu system and press the following sequence of buttons: MORE > SETUP > MORE > OAT. This will display the OAT adjustment menu. Press INC or DEC to increase or decrease the currently displayed OAT value.

It is important to make this adjustment when the air surrounding the OAT probe is at a known temperature. This can be achieved with a standard thermometer. Adjust the displayed OAT until it agrees with your independent temperature reference.

Troubleshooting

OAT value fluctuates wildly

If the OAT probe is improperly wired, the FlightDEK-D180 will not receive a valid signal from it. Verify that the three wires coming from the OAT probe are wired exactly as described in the Wiring Instructions section above.

OAT value is consistently high/low

You need to adjust the displayed OAT value to correct for sensor inaccuracies. Follow the instructions in the Calibration and Adjustment section above.

OAT display area states OAT NOT FOUND

Ensure that you have selected the number corresponding to your OAT in the OAT INSTALLED menu as described above. It can sometimes take as long as 5 seconds for the FlightDEK-D180 to lock onto the OAT reading. Ensure that all wiring is correct and that there are no shorted or open connections.

Other strange behavior by OAT reading

It is possible that your FlightDEK-D180 and EDC-D10A have mismatched versions of firmware on them. This most commonly happens when one takes the FlightDEK-D180 out of the airplane to connect to a computer for firmware upgrade. Ensure that the FlightDEK-D180 and EDC-D10A are connected to each other and communicating before attempting a firmware upgrade.

Additionally, ensure that you have set up only one of the two types of OAT probes that can be used with the FlightDEK-D180. If you have this 3 wire OAT connected, none of your EMS GP inputs should be set to OAT. Conversely, if you have the 2 wire EMS OAT connected directly to the 37 pin connector, the EFIS OAT should be set to “NONE”.


Appendix C: HS34 Installation and Configuration

If you purchased an HS34 from Dynon Avionics, read through this section for details on its physical and electrical installation. It describes the pinout, mounting information, and some common wiring connections.

Wiring

Follow these instructions explicitly as improper wiring can result in permanent damage to your instrument, other connected equipment, or both. Read through the Recommended Wiring Practices section on page 2-1 before proceeding.

Harness Construction

Because the HS34 interfaces with such a wide variety of NAV radios and GPSs in different combinations of configurations, Dynon Avionics does not supply pre-manufactured harnesses for the HS34. Instead, your HS34 shipped with enough connectors and pins to generate a wide variety of harness configurations. Refer to the Pinouts and Function Description and Common Device Connections sections below for detailed wiring information.

File:Image124.jpgIf you do not own a D-sub machined-pin crimping tool, they can be obtained for under USD$50 at www.bandc.biz (p/n RCT-3), www.steinair.com (p/n SAT-004), and many other tool retailers. You may also find it helpful to own a pin insertion/extraction tool, part numbers DSE-1 and SAT-023, respectively.

Power Requirements

22 AWG wire is normally sufficient for the power supply and ground lines, but you should consult a wire sizing chart and determine the size required for your routing length. Make sure you protect the power lines with either a circuit breaker or an appropriately sized fuse for the wire you select. Power is fed to the HS34 via pins in the male DB25 connector on the back of the instrument.

The HS34’s power requirement is 2 watts typical and 3 watts maximum. On a 12-volt system, this translates to about 0.25 amps of maximum current draw. On a 24-volt system, this translates to about 0.13 amps maximum current draw. Normally, a 0.5-amp circuit breaker or fuse is sufficient.

Connector Description

The HS34 has two DB25 connectors on the rear of the instrument: one male and one female. All references to connector gender in this guide are used to describe the connectors on the back of the HS34, not your harnesses. When building harnesses for the HS34, make note of the fact that the pin order for the male connector is the opposite of the order for the female connector. Small pin numbers can be found next to each pin on both the instrument’s and harness’s connectors.

Pinouts and Function Description

Below are the pinouts and function descriptions for the HS34’s male and female connectors. At a minimum, you must make the connections shown in the Universal Connections diagram. All other wiring connections depend on the external equipment you are connecting to the HS34. Many common radio and GPS connections are depicted in the Common Device Connections section below. Note that the pin numbers are labeled on the face of both the female and male connector.

Male (on HS34) DB25

Female (on HS34) DB25

Pin#

Function

Pin#

Function

1

Serial 1 RX (PC updates & second serial port)

1

CDI + when deflected right

2

Serial 2 RX (SL30, GPS, etc)

2

VOR + when TO flag shown

3

DSAB A

3

LOC +

4

Primary Power (10-30V, 250 mA maximum at 12V)

4

GS + when up UP

5

GP Output 1 (not currently supported)

5

GS + when FLAG shown

6

GP Output 2 (not currently supported)

6

DME Analog IN (0-8V, 40mv/NM)

7

GP 1 in (same as EMS GP in)

7

Resolver B

8

GP 2 in (same as EMS GP in)

8

Resolver D

9

+5V out

9

Resolver F

10

GP 6 in (+15V GP in, not currently supported)

10

ARINC 429 RX 2 B

11

GP 5 in (+15V GP in, not currently supported)

11

ARINC 429 RX 1 B

12

GP 4 in (+15V GP in, not currently supported )

12

ARINC 429 TX B

13

GP 3 in (same as EMS GP in)

13

ARINC 429 TX B

14

Serial 1 TX

14

CDI + when Left

15

Serial 2 TX

15

VOR + when From flag shown

16

DSAB B

16

LOC -

17

Primary Ground

17

GS + when Down

18

Contact in 4 (same as EMS contacts)

18

GS + when Flag hidden

19

Contact in 3 (same as EMS contacts)

19

Resolver A

20

Contact in 2 (same as EMS contacts)

20

Resolver C

21

Contact in 1 (same as EMS contacts)

21

Resolver E

22

Marker Outer Input

22

ARINC 429 RX 2 A

23

Marker Middle Input

23

ARINC 429 RX 1 A

24

Marker Inner Input

24

ARINC 429 TX A

25

Voice audio output (8V peak-peak)

25

ARINC 429 TX A

Universal Connections

The following diagram shows the wiring connections that must be made in every HS34 installation. These required connections ensure that the HS34 can power on, communicate with other Dynon products, connect to a laptop for firmware uploads, and output audio alerts to your intercom system. Once properly configured on your DSAB network, this connection scheme allows you to use your HS34’s VALUE knob with the DSAB Bus Master. Refer to the Dynon Smart Avionics Bus (DSAB) Wiring section on page 4-10 for more information on connecting Dynon products via DSAB. Refer to the DSAB Configuration section on page 7-1 to review the concepts involved in a networked system as well as an example system which includes an HS34.

Again, the “Male D25” in the diagram below refers to the male connector on the back of the HS34. The harness you construct to make these connections will terminate in a female D25 connector.

File:Image126.jpg

Generic Device Connections

The three diagrams on this page depict generic device connections for devices outputting ARINC, serial, or analog data. If your device outputs multiple types of data, connect only one type to the HS34 in the following preference: ARINC preferred over serial; serial preferred over analog. ARINC data streams contain more information than serial streams and allow more control of your external device. Likewise, serial streams contain more information than that carried over analog lines. If your device is one of those listed in the next section, Common Device Connections, you may ignore this section. See page 4-5 for a chart of supported GPSs.

File:Image128.jpg
File:Image130.jpg
File:Image132.jpg

Common Device Connections

The following several diagrams show some common radios and GPSs, and the preferred connection schemes between them and the HS34. Make note of whether the connections are to the male or female connector on the back of the HS34. When constructing your harness, refer to the pinouts on page 8-11.

File:Image134.jpg
File:Image136.jpg
File:Image138.jpgFile:Image140.jpg
File:Image142.jpg

Panel Location and Mounting

This section provides you with dimensions, panel location, and mounting information.

HS34 Dimensions and Panel Location

The diagram below shows the HS34’s outer dimensions. Note that the instrument extends about 3.7” behind the panel, and that harnesses can require up to three more inches. Use the dimensions (in inches) found on the diagram to plan for the space required by the instrument. The front bezel of the vertically oriented HS34 (100755-000) is the same height as Dynon’s D100-series products and can be mounted close to – or abutted against – one if desired. Plan a panel location that allows for convenient operation of the knobs and buttons. Ensure that the instrument is in a location where the light sensor (small circle of rubber at upper left of instrument) can measure the true ambient light conditions in the cabin.

File:Image144.jpg
File:Image146.jpg

Mounting Tab Dimensions

The dimensions for the included mounting tab are below. Note that the tab does not extend behind the panel perpendicularly. This sharper angle causes the HS34 to pull itself against the panel when screwed into the tab.

File:Image148.jpgFile:Image150.jpg

File:Image152.jpgHS34 Mounting

As shown in diagram at right, make a rectangular cutout – oriented either vertically or horizontally, depending on HS34 version ordered – of 1.45” by 4.75” (3.69 cm by 12.07 cm). Drill three holes at the locations specified in the diagram. Your HS34 also shipped with a life-sized mounting template for making this cutout and drilling the mounting tab holes. Secure the mounting tab to your panel in whatever way you desire. Riveting it to the panel is ideal, but drilling holes for mounting screws and nuts also works.

Upon securing the mounting tab to the back of your panel, slide the HS34 into it. Because the mounting tab does not extend behind the panel perpendicularly, the HS34 must slide into the panel such that only the top (or right, for the horizontal version) of the bezel meets the panel. The tapered mounting screw fits into the PEM nut at the end of the mounting tab. Use the included 7/64” Allen wrench to secure the mounting screw into the mounting tab. As you screw the mounting screw tighter, the bottom (or left, for the horizontal version) of the bezel moves closer to the panel. Once it touches the panel, do not turn the mounting screw any further.


HS34 Configuration

This section guides you through configuring your HS34. Prior to beginning this section, you must have completed all the steps in the DSAB Configuration chapter with the HS34 turned on and connected to the DSAB network. After DSAB configuration, ensure that the HS34 appears as one of the ACTIVE devices in the EFIS > SETUP > DSAB > STATUS menu.

You may only configure your HS34 on the EFIS-based instrument assigned the DSAB Bus Master role. The following configuration steps are performed within the EFIS > SETUP > HSI menu on the Bus Master instrument.

Device Communication Setup

If you have connected a NAV radio to the analog pins shown in the Analog Connections diagram on page 8-13, enter the ANALOG menu to configure communication with this device. Press SEL► to change the INPUT ENABLED to Y. The SYNCH OFFSET parameter is used to correct analog errors that can occur in the signal path between your radio and the HS34’s measurement. You may normally leave SYNCH OFFSET set to 0. However, if you observe errors in the green course pointer on the HSI Page, you – or a qualified avionics shop – may modify this parameter to bring the course pointer into agreement with the NAV radio. Set SYNCH OFFSET, in degrees, to a value equal to the number of degrees of error in the course pointer on the HSI Page.

If you have connected one or two devices outputting serial data, push DOWN▼ to select the SERIAL menu, and SEL► to enter it. If the device connected to the SERIAL 1 RX and TX pins is a GPS, set INPUT to either AVIATION or NMEA (depending on the output format configured on your GPS), and OUTPUT to NONE. If the device connected to the serial pins is a Garmin SL30 Nav/Comm, set INPUT to SL30 and OUTPUT to SL30 CMD. Set the BAUD RATE parameter to match the baud rate used by your SL30 or GPS. Many devices support more than one type of data format and baud rate; ensure that the INPUT and BAUD RATE settings for SERIAL 1 agree with the settings in the communication setup for the device connected to the HS34’s Serial 1 pins. If you have a second NAV radio or GPS connected to the Serial 2 pins, repeat the above steps for it.

If you have connected one or two devices outputting ARINC-429 data, push DOWN▼ to select the ARINC-429 menu, and SEL► to enter it. Set INPUT1 to the type of device connected to the HS34’s ARINC-429 RX 1 A and B inputs: GAMA GPS, GAMA NAV, or DME. If you have connected a device to ARINC-429 RX 2 A and B, repeat the above configuration for the INPUT2 parameter; otherwise, leave it set to NONE. Next set the SPEED parameter (HIGH or LOW), based on the output speed of your two ARINC devices. The HS34 has one ARINC output channel with 2 sets of pins on the connector for wiring convenience. If one or both of your ARINC devices can accept commands, set the OUTPUT DATA to ON and configure OUTPUT SPEED appropriately.

Note that the EFIS/EMS SERIAL menu is disabled on all products connected to a DSAB system with an HS34 connected. All GPS and NAV devices must be connected to the HS34.


Markers Configuration

The HS34 supports markers input via ARINC or the 3 discrete Inner, Middle, and Outer marker pins.

If your NAV radio outputs ARINC data whose stream contains marker information, set the SOURCE to either ARINC1 or ARINC2. ARINC1 corresponds to the ARINC-429 RX 1 A and B inputs (female DB25, pins 11 and 23). ARINC2 corresponds to the ARINC-429 RX 2 A and B inputs (female DB25, pins 10 and 22). You must also ensure that the corresponding INPUT1 or INPUT2 parameter in the ARINC-429 menu is set to GAMA NAV.

If you have a device which outputs marker data via 3 discrete signals, set the SOURCE to MRKR PINS. Ensure that your device’s Outer, Middle, and Inner outputs are connected to the HS34’s male DB25 pins 22, 23, and 24, respectively. Marker beacon receivers use a variety of techniques to output the 3 marker signals. Because of this, you may need to experiment with the PULL-UP and ACTIVE WHEN parameters. As a general rule of thumb, if the schematic for your receiver shows the 3 discrete outputs connected to lights whose other side is connected to power, set PULL-UP to Y and ACTIVE WHEN to LOW. Likewise, if the schematic shows the 3 discrete outputs connected to lights whose other side is connected to ground, set PULL-UP to N and ACTIVE WHEN to HIGH.

Regardless the input type used, you can configure the HS34 to output tones for Outer (Morse code “dashes”), Middle (Morse code “dot-dashes”), and Inner (Morse code “dots”) markers. Set TONES ACTIVE to Y to configure the HS34 to output the tones for each of the 3 markers. Set it to N to configure the HS34 to have no audible marker feedback.

DME Configuration

The HS34 supports Distance Measuring Equipment receiver input via ARINC or the single DME Analog In pin (female DB25, pin 6).

If you have connected a DME receiver which outputs ARINC data, set the SOURCE to either ARINC1 or ARINC2. ARINC1 corresponds to the ARINC-429 RX 1 A and B inputs (female DB25, pins 11 and 23). ARINC2 corresponds to the ARINC-429 RX 2 A and B inputs (female DB25, pins 10 and 22). You must also ensure that the corresponding INPUT1 or INPUT2 parameter in the ARINC-429 menu is set to DME.

If you have connected a DME receiver to the HS34’s DME Analog In pin, set the SOURCE to DME PIN.

GPS and NAV Display Order Configuration

Pressing the NAV SRC button on the HS34 cycles through the available NAV sources in the following order: DG, NAV1, NAV2, etc., GPS1, GPS2, etc. Of course, the numbers of NAVs and GPSs in the cycle depend on how many of each type are configured in the ANALOG, SERIAL, and ARINC-429 menus.

If you have configured more than one input to receive NAV radio data, enter the NAV ORDER menu to see the list of configured NAV radios and the HS34 inputs they are connected to. In this menu, you may change the order that each NAV input occurs within the NAV portion of cycle. If you do not see all expected NAV radios, verify that all settings are accurate in the ANALOG, SERIAL, and ARINC-429 menus. Press DOWN▼ or UP▲ to select the input that you wish to occur first in the NAV portion. Press MV UP▲ until it appears next to NAV1:. Repeat this for the input you wish to be assigned NAV2 in the source cycle, and so on for as many other NAV radio inputs.

Repeat the above procedure for all configured GPS inputs in the GPS ORDER menu.

Voice/Tone Alert Configuration

EMS VOICE ALERTS

RPM HIGH

MANIFOLD PRESSURE HIGH

OIL PRESSURE HIGH/LOW

OIL TEMPERATURE HIGH/LOW

EGT [1..6] HIGH/LOW

EGT SPAN

CHT [1..6] HIGH/LOW

CHT SPAN

CHT [1..6] SHOCK

FUEL LEVEL [1..4] LOW

FUEL PRESSURE HIGH/LOW

FUEL FLOW HIGH

VOLTAGE HIGH/LOW

CURRENT HIGH/LOW

COOLANT TEMPERATURE HIGH

COOLANT PRESSURE HIGH/LOW

All other EMS alerts vocalized “EMS ALERT”

EFIS VOICE ALERTS

ALTITUDE LOW/HIGH (CLIMB/DESCEND)

TIMER EXPIRED

The HS34 can act as the sole audio alert source for all DSAB-connected Dynon instruments. The HS34’s audio output reports both EFIS and EMS alerts; each type of alert can be configured to be either voice or tone formats. When the HS34 is connected to your system, audible alerts are still generated by both EMS- and EFIS-based instruments. If you would like the HS34’s audio out to be your only source for Dynon product audible alerts, disconnect the audio out connections on your other DSAB-connected Dynon products.

In the VOICE ALERTS menu, press SEL► to toggle EMS ALERTS to VOICE or TONE as desired. Repeat this for the EFIS ALERTS line. Selecting TEST VOICE OUTPUT and then pressing SEL► produces an audible voice test on the audio output line. This allows you to verify connections and volume on the ground.

The possible voice alerts for both EFIS and EMS are listed at right.


Appendix D: Dynon AOA/Pitot Installation and Calibration

Thank you for your purchase of Dynon’s AOA/Pitot Probe. This guide walks you through the steps to install and calibrate both the heated and unheated versions of the AOA/Pitot Probe. While the probe senses standard pitot pressure, allowing it to work with any standard airspeed indicator, its AOA functionality is designed specifically to work with Dynon’s EFIS series of products. Do not expect it to work properly with another AOA system.

To ensure accuracy, it is very important that you install the probe correctly and perform the specified calibration steps. We recommend that you read the entire guide before proceeding with the installation.

Dynon’s Heated AOA/Pitot Probe is nickel-plated. Do not polish the probe as this will cause the finish to come off.

AOA Calculation: Principles of Operation

Dynon Avionics’ AOA/Pitot probe performs two functions: airspeed sensing and angle of attack sensing. These functions require two pressure ports on the tip of the probe. The normal pitot pressure port is on the front face of the probe and is designed to be insensitive to angle of attack. The second pressure port is located on an angled surface just under the pitot port and is designed to be very sensitive to AOA. The FlightDEK-D180 then uses the difference between these two pressures to calculate the current angle of attack.

Heating: Principles of Operation

The heated version of Dynon’s AOA/Pitot Probe utilizes a heating mechanism unlike any other heated pitot on the market. The probe is heated by a high-quality nichrome heating element whose temperature is accurately measured and regulated by the heater controller. This controller – located in an enclosure which can be mounted in a wing or elsewhere – regulates the heat at the tip of the probe to a constant temperature. There are several advantages to this, including: lower power consumption, increased heating element lifespan, and a much cooler pitot on the ground when de-icing is not necessary. This unique technique ensures that the pitot can be rapidly de-iced when required, but does not needlessly waste electricity when not in icing conditions.

While the probe does not operate like a normal heated pitot, it will still get fairly hot in normal ambient temperatures. When turned on, it will regulate its internal temperature to about 70°C to 80°C. To ensure that the heater is working, briefly touch the end of the pitot farthest from the snout after 1 minute of operation and verify that it is warm.

Failure Warning

Designed to meet the indication requirements of FAR 23.1326, the heated pitot controller has an output that can trigger a warning light in the cockpit whenever the probe heater is turned off or is not functioning properly. While not required for Experimental and LSA category aircraft, this feature provides peace of mind, giving you instant feedback that your probe’s heater is working as designed.

Tools and Materials Required

·Dynon Avionics AOA/Pitot probe.

·Two plumbing lines (usually ¼” soft aluminum or plastic tubing) routed from the FlightDEK-D180 to the probe mounting location.

·Adapters to interface with the 3/16” aluminum tubing from the probe to whatever plumbing lines are installed in the airplane (AN919-2D for 3/16 to ¼ , AN819-4D sleeve AN818-4D nut, AN819-3D sleeve, and AN818-3D nut)

·#36 Drill and 6-32 tap

·Mounting hardware (such as the Gretz Aero pitot mounting kit for the PH502-12CR or AN5812 pitot, available at http://aircraftspruce.com or http://www.gretzaero.com or http://www.safeair1.com)

oExamples of the mount installation could be found at:
http://bmnellis.com/WingSkinning3.htm
http://www.cafes.net/leo/RV-6/Pitot/Pitot.html

Please follow these instructions explicitly as improper installation can result in permanent damage to your device and/or aircraft.

Heater Controller Wiring and Mounting

If you have purchased the heated version of the probe, please follow the instructions in this section. If you have purchased the unheated version of the probe, you may skip to the AOA/Pitot Probe Mounting section on page 8-25. Please follow these instructions explicitly as improper installation can result in permanent damage to your device and/or aircraft.

Heater Controller Mounting

File:Image153.gifThe heater controller box should ideally be mounted close to the AOA/Pitot Probe. The box’s dimensions are found at right, for reference. When mounting the controller close to the probe, ensure that it is close enough for its wires to mate with the probe’s, with room for strain-relief. If you find it difficult to mount the controller in the wing, or simply wish for the controller to be mounted closer to the battery, you must extend the lines using the correct wire gauge as described in the Wiring section below.

When the desired location is selected, secure the heater controller via the 4 mounting holes. Route the wiring between the probe, controller, panel, and power source, as described below.

Heated AOA/Pitot Wiring System Overview

The following block diagram depicts the basic layout of the electrical connections between the probe and heater controller. This diagram should be used in conjunction with detailed instructions on the following pages. Read the specific instructions for each connection prior to installation.

File:Image155.jpg

Heater Controller Wiring

Recommended wire gauge for runs, given 10-amp peak current

Run length

Gauge

0’ – 7’

18 AWG

7’ – 9’

16 AWG

10’ – 16’

14 AWG

17’ – 24’

12 AWG

25’ – 40’

10 AWG

From FAA AC 43.13-1B, page 11-30

Before making the connections to your Heated AOA/Pitot Probe and controller, refer to the Recommended Wiring Practices section on page 2-1. The chart at right provides general recommendations for wire gauge choice, given wiring run length.

Probe to Controller Wiring

As mentioned above, it is preferable that the heater controller box be mounted near enough to the probe that 5 wires between the controller and probe can be connected without extension. The three mating pairs of colored wires – terminated with fastons – are used to carry the current to the heating element in the probe. The 2 white wires are for temperature measurement, and can thus be small. If you have mounted the heater controller near the probe and do not need to extend the wires between the two, simply plug each wire on the controller into its corresponding like-colored wire from the probe.

If you do need to extend the wires between the probe and the controller, use the recommended wire size (see chart on page 8-22) for your run length. Since extending the wire runs requires that you cut the connectors off the 5 wires between the probe and controller, splice the extension wires between the probe and controller using butt splices or other similarly secure method. The white wires are not polarity-dependant. Additionally, as the white wires do not carry any significant current, you may extend them with 26 AWG or larger for any run length.

Controller Power wiring

Color

Notes

Red

Connected through a pilot-accessible switch to 10–15V supply. Must handle up to 10 amps.

Black

Must have a constant connection to ground. This is required for the warning light to operate when controller is powered off or not functioning. Line must handle up to 10 amps.

White

Connected to a light bulb (or resistor & LED) tied to switched ship’s power. This line is grounded when the heater controller is powered off or not functioning. Connection can handle no more than 1 amp. Current depends on light source connected.

Three wires – colored red, black, and white – exit the controller for connection to your electrical system. Power (between 10 and 15 volts) is fed to the controller via the red and black wires. The maximum current draw of the heated pitot controller/probe is 10 amps. You must route your own appropriately-sized wires to where the heater controller is mounted. Both power and ground lines should be able to handle 10 amps with minimal voltage drop, as recommended in the chart on page 8-22.

The red wire should be connected through a pilot-accessible switch to the main power source in the aircraft (limited to 15 volts). The switch allows you to manually turn the heater controller on and off, depending on the situation. Install a 15-amp fuse at any point along the power line to the heater controller. Remember that even when the controller is powered on, it only heats the probe the amount necessary to maintain temperature.

The black wire should be permanently connected to ground. Cutting power to the heater controller should occur via the red power line, not the black ground line.

Heater Status Connection

Note: The probe heater functions properly whether or not you make this connection. It is simply a status output for your convenience.

The white heater status wire is grounded when the probe heater is turned off or not functioning properly. This wire should be connected to a light on the panel, whose other terminal is connected to switched aircraft power. When the heater is on and functioning properly, the white heater status line is open, leaving the indicator light turned off. When there is no power to the heater controller – or it is not functioning properly – the white line is grounded, turning the indicator light on.

Aircraft Spruce p/n 17-410 is an example of a light that will work for this application. An LED and resistor in series will also suffice. If you use an LED as the indicator, you must choose a resistor that delivers the appropriate current to the LED, and can accommodate the power required for its current and voltage drop.

If you own a Dynon EMS-based product, you may also use one of its two contact input to display an onscreen indication. Connect this heater status output directly to the desired EMS contact input, with no additional resistors or lights. You must configure the contact display as described in your EMS-based product’s Installation Guide.

AOA/Pitot Probe Mounting

The Dynon Avionics AOA/Pitot probe has been designed as an under-wing pitot. The following information applies to this type of installation. If you wish to mount your pitot on nose boom mount, contact us so we can make the appropriate adjustments to your pitot. The heated version of Dynon’s AOA/Pitot Probe does not come in a boom-mount configuration.

AOA/Pitot Probe Mount Location

The Dynon Avionics AOA/Pitot probe only functions correctly when mounted in a location where the airflow over the probe is relatively undisturbed by the aircraft. In general, we recommend you mount it at least 6 inches below the wing and with the tip of the probe between 2 and 12 inches behind the leading edge of the wing. Typically, pitot probes are mounted about mid-wing span wise to minimize the effects of both the propeller and the wing tips. Testing during the probe development has shown that the standard mounting locations for the pitot probe in the RV series of aircraft also works for the Dynon probe.

AOA/Pitot Probe Mounting Instructions

After the mounting location has been determined, mount the pitot mounting kit per the included instructions or fabricate your own mount. In either case, mount the probe securely to the wing such that the body of the probe is horizontal during level flight. Drill and tap mounting holes (# 6-32) on the probe to match your mounting bracket. Use caution when drilling the holes, ensuring that you avoid drilling into the pitot and AOA pressure lines. As long as you do not penetrate these lines, you may drill all the way through the outer metal without affecting the probe’s waterproofing.

Dimensions

Standard mount

File:Image157.jpg

File:Image159.jpg

Boom mount

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Plumbing

NOTE: Because the pitot and AOA plumbing tubes have not been annealed, they work-harden rapidly when manipulated. Make gentle bends, and only bend any given section once.

After mounting the probe, route the pitot and AOA lines from the probe to your FlightDEK-D180. The tube closest to the snout is the pitot line, while the tube in the rear is the AOA line. There is no static source on the probe.

After mounting the probe, install adapters to connect the 3/16 plumbing lines from the probe to whatever plumbing lines run back to the FlightDEK-D180 in your aircraft (AN 919-2D for 3/16 to ¼). We strongly recommend using aircraft grade fittings such as standard AN fittings. Make sure the plumbing lines do not chafe or interfere with any aircraft control systems.

Pressure Check

Dynon’s pitot design deliberately has a pin-sized leak hole in each of the two tubes to permit draining any moisture which might accumulate inside. These holes are located in the middle of the tube at the bottom. Plugging these holes does not guarantee a pneumatic seal (although one is sometimes present). The leak that may exist does not affect the performance of the probe. You will, however, need to take it into account when doing pressure/leak tests on your pitot system

Calibration

CAUTION: It is your responsibility to fly your plane safely while performing any configuration or calibration in flight. The best scenario would include a second person to perform any necessary steps on the FlightDEK-D180.

Once you are flying straight and level at a safe altitude for stalls, enter the EFIS > SETUP > AOACAL menu. While the AOACAL menu is displayed, oscillate the aircraft between ± 5° pitch 4 times at fast cruise airspeed. During this maneuver the FlightDEK-D180 records the lowest angle of attack that you usually see during flight. You do not need to push any additional buttons before starting this maneuver.

Refer to the list below of the stalls recommended to complete the user calibration. The general idea is to record stall data to find the lowest angle of attack stall. The list we have suggested is a starting point and produces a good calibration under most circumstances. However, if there are flight regimes not listed that you suspect would create stalls at lower angle of attack it would be good to record those as well.

·With full power, no flaps

·With no power, no flaps

·With full power, full flaps

·With no power, full flaps

Push the STALL button before performing each stall. When you push the STALL button, a 45-second timer starts. Notice the “T” next to the time that is counting down. During the 45 seconds that the timer is counting down, you are expected to have completed the stall maneuver. If any stall maneuver is not completed before the timer expires, the calibration will be invalid, and should be reset. To do this, push the CANCEL button. This exits the AOACAL menu; re-enter it to begin the calibration again. After completing the stall, make sure you let the 45 second timer count down to 0 before you push the STALL button for the next stall.

When the listed stall maneuvers have been completed according to the above procedure, push FINISH. At this point, the AOA indicator has been calibrated. If it is not visible, turn the display on in the EFIS > SETUP > CLUTTR > AOABAR menu. This calibration should result in the lowest angle of attack stall occurring just above the red/yellow boundary. If this is not the case, please repeat the AOA user calibration, including flight configurations that resulted in stalls with incorrect indications. If the user calibration continues to be unsuccessful, please contact Dynon Avionics technical support.

Alarm Setup

Enter the EFIS > SETUP > AOAALM menu and press any of the buttons beneath the AUDIO label to select the point on the AOA bar at which you wish the alarm to sound. Some of the alarms – the ones that begin with START – are progressive, meaning the audio alert gets more intense as your angle of attack increases. You may set these progressive alarms to start at the top, middle, or bottom of the yellow section of the AOA bar. Setting AUDIO to ON IN RED configures an intense alarm to occur only when the AOA indicator is in the red.

To reduce nuisance audible AOA alarms – such as when taxiing, taking off and landing – the alarm can be inhibited below a selected airspeed. While in the EFIS > SETUP > AOAALM menu, press MINSPD to configure the minimum airspeed at which an AOA alarm can occur. Anytime airspeed is below the MINSPD value, AOA alarms will not occur; anytime it is above the MINSPD value, alarms can occur. If the AOA alarm is already sounding as airspeed falls below this threshold, it will continue to sound until the high AOA condition is resolved.


Appendix E: Encoder Serial-to-Gray Code Converter Installation

Introduction and Description

The Encoder Converter is an electronic device that receives the serial encoder data from the FlightDEK-D180 and outputs standard Mode-C parallel Gray code into your Mode-C transponder. This Encoder Converter requires data from the FlightDEK-D180 and is not to be confused with other standalone encoders available on the market. While the installation is not complex, it is important that you install the unit correctly. The Encoder Converter does not output an encoder strobe signal.

The Encoder Converter is designed to be powered off voltages between 10 and 30 volts.

Tools And Equipment

The following parts are not included with your Encoder Converter purchase but may be necessary to complete the installation.

·Wire cutters

·Connector crimp tool

·Crimp pins

·25-pin EFIS harness to mate with FlightDEK-D180 (may have been purchased with your FlightDEK-D180)

·Connector to mate with Gray code transponder

Electrical Installation

The following section describes the wiring requirements for using the Encoder Converter. Please follow these instructions explicitly as improper wiring can result in permanent damage to your unit.

Recommended wiring practices

NOTE: Use correct splicing techniques for all electrical connections, taking care to properly insulate any exposed wire. A short circuit between any of the wires may cause damage to the Encoder.

The wire used in construction of your Encoder Converter is 22 gauge avionics grade Tefzel wire, which meets Mil Standard MIL-W-22759/16.

Installing: Make sure all connections are secure and all wires are routed and strain relieved to ensure that the wires will not chafe against any other object in the aircraft.

Step 1: Transponder Wiring

Wire the Encoder Converter signals to their respective connections on your Mode-C transponder. Mode-C transponder pin-outs vary from device to device. To find the correct pin-out, look at the manual for your transponder or contact its manufacturer. The table below details which color wire should be connected to each Transponder pin. All of the wires listed in the table leave one end of the Encoder Converter in a single bundle. If your transponder has a switched power output, connect this to the power inputs on the Encoder Converter. If your transponder does not include this switched power output, the Encoder Converter power connections should be made directly to your switched avionics power. Ensure that all avionics power is off before performing the wiring step of this installation.

If your Altitude Transponder has either a strobe signal or a D4 pin, leave these pins unconnected.

Transponder Pin

Encoder Converter Wire Color

A1

Yellow

A2

Green

A4

White with Blue

B1

Blue

B2

Orange

B4

White with Red

C1

White with Green

C2

White

C4

White with Black

Power (10V-30V)

Red

Gnd

Black

Strobe Signal

No Connection

The Gray code output of the Encoder Converter reports altitude not adjusted for barometric pressure, as required by FAA specification. The altitude reported by the FlightDEK-D180 encoder will always match the altitude shown on screen when the BARO value is set to 29.92 inHg.

Step 2: Connecting to the FlightDEK-D180

Before wiring connections to the FlightDEK-D180check to ensure that the wire length between your Encoder Converter and your FlightDEK-D180 is appropriate. Add or remove wire length if needed or desired. Customizing the wire length will facilitate an installation that is both cleaner and more secure.

The only pins of interest on the FlightDEK-D180 connector for the Encoder Converter installation are pins 13 and 21. The two wires exiting the Encoder Converter are the EFIS-TX and the EFIS-Ground, which are green (or red) and black respectively, and 2 feet in length. Connect these wires to the FlightDEK-D180 25-pin female harness.

Ensure that your FlightDEK-D180 is powered off. Then connect the black EFIS Ground wire to pin 21. Then, connect the green wire to pin 13 (Serial Encoder Transmit) on the EFIS harness.

EFIS DB25 Pin#

Dynon EFIS harness color

Encoder Converter Wire Color

Function

13

Blue/White (may be black on some harnesses)

Green (May be Red on older models)

Serial Encoder Transmit

21

White

Black

Serial Encoder Ground

File:Image163.jpg

Step 3: FlightDEK-D180 Encoder Format

For proper communication the EFIS Altitude Encoder format must be set to format number one. To change this setting, from the main menu, select: MORE > SETUP > MORE > ALTENC. Press FRMAT until it reads “1.”


Appendix F: Capacitance-to-Voltage Converter Installation

File:Image165.jpgDynon Avionics’ capacitance-to-voltage converter is suitable for general use with most capacitive plate fuel level sensors. It accepts an input via a female BNC and outputs a dc voltage signal that can be read by the FlightDEK-D180. It requires 10 Vdc to 15 Vdc for power and draws minimal current. We recommend that you connect the capacitance-to-voltage converter to the EMS for power as shown in the table below, but it will also work properly when connected directly to standard 12 volt aircraft power. If your aircraft runs on 28 volt power, you must connect the capacitance-to-voltage converter to the EMS for its power source. Voltage inputs higher than 15 volts will damage the device.

General Installation Recommendations

Wire

EMS DB37 Pin#

Function

Black

5, 16, or 17

Ground

White

20 (fuel level 1)21 (fuel level 2)

Capacitance converter output to EMS fuel level input (0 Vdc to 5 Vdc)

Red

15

12 Vdc Power (normally used for fuel flow)

Connect the female BNC to the male BNC provided with your capacitive fuel level sensor. Connect the wires as shown in the table to your FlightDEK-D180. If you need to extend the wire beyond the supplied length, we recommend avionics grade 22 AWG wire with Tefzel® type insulation.

Refer to the 37-Pin Female EMS Harness section on page 2-6 for EMS pin out information when connecting this product to your FlightDEK-D180.

You must configure the fuel level sensor type on your FlightDEK-D180 to capacitive sender before calibrating this product. Refer to the Fuel Level configuration section on page 6-10 for fuel level sender type configuration and page 6-4 for fuel level sender calibration.


Appendix G: Replacing the FlightDEK-D180 battery pack

1.Remove the two screws (either #1 Phillips or 7/64” hex, depending on when your unit was manufactured) from the small, rectangular battery door on the side of the FlightDEK-D180. Remove the battery door. Do not remove any other screws from the case of the unit.

2.If you previously had a battery, disconnect it from the FlightDEK-D180 by unplugging the battery connector and gently pulling out old battery. It is safe to gently pull on the battery wire to remove the battery.

3.Insert the new battery with the bumpy side up.

4.Connect the battery connector to the battery. The connector is keyed; make sure it is positioned correctly.

5.Position the connector so it is centered on the end of the pack. Verify that the battery pack will not interfere with insertion of either of the door screws.

6.Reinsert screws and tighten to 12 in-lbs.

Appendix H: Weights

Adding any new instrument to an airplane requires the installer to be aware of its weight and how that affects the overall weight and balance of the plane. The following are the weights of the FlightDEK-D180 and associated Dynon-supplied sensors.

FlightDEK-D180................................................................................................. 2 lb 6 oz (1.08 kg)

FlightDEK-D180 + battery................................................................................ 2 lb 12 oz (1.25 kg)

EFIS 25-pin wiring harness.................................................................................... 11.2 oz (0.32 kg)

EDC-D10A............................................................................................................ 3.6 oz (0.102 kg)

EFIS OAT................................................................................................................ 3.2 oz (0.08 kg)

Heated AOA/Pitot Probe & Heater Controller...................................................... 11.2 oz (0.32 kg)

Unheated AOA/Pitot Probe..................................................................................... 5.6 oz (0.16 kg)

Manifold pressure Sender........................................................................................... 3 oz (0.09 kg)

Oil pressure sender...................................................................................................... 4 oz (0.11 kg)

Fuel pressure sender.................................................................................................... 4 oz (0.11 kg)

Oil temperature sender................................................................................................ 2 oz (0.06 kg)

Flush mount bracket.................................................................................................... 2 oz (0.06 kg)

EMS 37-pin wiring harness....................................................................................... 13 oz (0.37 kg)

EMS 25-pin thermocouple wiring harness................................................................ 11 oz (0.31 kg)

EGT probe................................................................................. 1.3 oz (0.04 kg) (times # of probes)

CHT probe................................................................................. 1.3 oz (0.04 kg) (times # of probes)

OAT sender................................................................................................................. 3 oz (0.09 kg)

Fuel flow sender.......................................................................................................... 4 oz (0.11 kg)

Carburetor temperature sender.................................................................................... 2 oz (0.06 kg)

Ammeter shunt............................................................................................................ 5 oz (0.14 kg)


Appendix I: FlightDEK-D180 Specifications

Mechanical

6.95” wide x 4.90” tall x 4.51” deep (177 x 125 x 115 mm)

Operating Temperature

-22° to 122° F (-30° to 50° C)

Power

Voltage:10 - 30 VdcPower:14 watts typical; 19 watts maximum

Connections

Wiring:DB25 female, DB25 male & DB37 male connectors

Screen

Type:AMLCD, TFT (Thin Film Transistor)Backlight: 400 nits (or 800 nits, for super-bright option)Size:7.0” diagonal (178 mm)Resolution:854 x 480 color pixels

Sensor Inputs

6 - EGT (Type K Thermocouple)6 - CHT (Type J Thermocouple)2 - Fuel Level (Resistive or Capacitance with 5 volt output)2 - RPM (P-lead or pickup)2 - Contacts1 - Manifold Pressure (voltage)1 - Oil Temperature (Resistive)1 - Oil Pressure (Resistive)1 - Fuel Pressure (Resistive)1 - Fuel Flow (Frequency)1 - Current (Shunt)1 - Voltage (from supply power)1 - Turbine Inlet Temperature (Type K Thermocouple)3 - General Purpose (Either resistive or voltage for OAT, Fuel Tanks 3&4, Coolant Temp, Coolant Press, Carb Temp)

Inputs/Outputs

1 - Alarm Light Contact2 - Audio Alarm2 - RS-232 bidirectional PC communication2 - RS-232 data inputs (GPS, SL30, etc.)1 - RS-232 serial encoder output1 - Dynon Smart Avionics Bus (DSAB) multidrop

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