XTreme EFIS Manual
XTreme EFIS Manual
XTreme EFIS Manual
Page 2
Introduction
The XTreme is a compact, multifunction electronic flight information system intended as a main flight instrument in smaller aircraft or as a backup/secondary flight instrument in larger aircraft. The XTreme, which fits a standard 3 1/8 instrument panel hole, contains all the necessary information to replace several flight and engine monitoring instruments. All information is displayed in an easy to read format on a high resolution wide viewing angle 4.3 sunlight readable color display. The XTreme's light weight, small size and high level of functionality makes it an excellent choice for all types of aircraft.
1 Features
Hardware:
Powerful ARM processor 4.3 high resolution 480x272, sunlight readable, wide viewing angle, 600 nits TFT LCD display LED backlight (brightness can be adjusted for low light flying conditions) Fits standard 3 1/8 aircraft instrument panel hole SD Card interface for data recording, user splash screens, checklists, graphic information pages, firmware upgrades etc 1/8 NPT female fittings for Altitude and Airspeed pitot tube connections 1x RS232 communication port 1x MGL Avionics Airtalk communication port 1x MGL Avionics RDAC communications port 1x CAN communication port Rotary control plus 5 independent buttons for easy menu navigation and user input External alarm switch output for an external indicator lamp etc Built in 50 Channel GPS receiver with over 1 million effective correlators with high immunity to jamming Time To First Fix (TTFF) of less than 1 second External active GPS antenna connection Support for an internal or an external GPS receiver Built in RTC (Real Time Clock) Wide input supply voltage range of 8 to 30V DC Built in voltage reversal and over voltage protection for harsh electrical environments Light weight design
EFIS:
Attitude display. Note (1) Magnetic heading indication. Note (2) Heading bug Precision altimeter from 1000ft up to a maximum of 30 000ft (-304m to 9144m). Altitude can be displayed in ft or m Altitude bug Airspeed indicator (16mph to 250mph), 1mph resolution. Airspeed can be displayed in mph, km/h or kts Digital VSI indicator (+/-20 ft/min to +/-10 000 ft/min) and analog VSI indicator (+-2000 ft/min range). VSI can be displayed in ft/min or m/s. Serial Altitude encoder output via a RS232 port Density altimeter OAT (Outside Air Temperature) display using an external OAT probe Supply Voltage display Stopwatch timer Automatic flight timer RTC (Real Time Clock) Glide and climb ratio indicator
Page 3
General:
Alarms on most displays Programmable maintenance timer for scheduled routine engine maintenance Programmable airframe timer for scheduled airframe maintenance. Records maximum and minimum values of most displayed values Built in black box recorder records all flight data, engine, attitude and GPS data to SD card. Data can be exported to Google Earth, Microsoft Excel, etc. Includes a 1000 entry automatic flight log (Records start date&time, flight time, pilot number, Hobbs time, maintenance time, max altitude, airspeed and VSI reached during the flight) User configurable start up (Splash) screen Unlimited configurable checklists Unlimited configurable graphic information displays Automatic or manual local magnetic variation Dual menu system for quick item selection and user setups Sunrise/Sunset calculator Firmware upgrades via SD Card 1 year limited warranty
(1) Requires optional MGL Avionics AHRS sensor unit (SP4/SP5) (2) Requires optional MGL Avionics compass sensor unit (SP2) (3) Requires optional MGL Avionics RDAC unit (4) Requires optional MGL Avionics current monitor sensor
Page 4
2 XTreme Layout
2.1 Front layout
4.3 high resolution (480x272), sunlight readable, wide viewing angle, 600 nits LCD display
SD card slot
Soft keys
M4 Mounting Bolts
D15 Input connector (Power,Communications, OAT probe and alarm output ) 1/8 NPT Pressure port (Pitot tube)
Page 5
3 Display Screens
Press the left or right most soft keys to cycle through the display screens. The display screens can be enabled/disabled in the DISPLAY SETUP menu option.
EFIS DISPLAY
MFD DISPLAY
VFR DISPLAY
EMS DISPLAY
GPS DISPLAY
CHECKLIST/INFO DISPLAY
Page 6
Page 7
This is located to the left of the EFIS display. The Vso (Min safe speed, landing), Vs1 (Min safe speed, normal), Vfe (Max flap speed), Vno(Max maneuvering speed) and Vne (Max exceed speed) can be configured in the AIRSPEED SETUP menu. Vne (Max exceed speed) Vno (Max maneuvering speed) Vfe (Max flap speed)
Vs1 (Min safe speed, normal) Vso (min safe speed, landing)
The XTreme provides an analog VSI with range of +/-2000ft/m (or the equivalent in m/s) plus a digital readout to +/-9999 ft/m. The VSI parameters can be configured in the VSI SETUP menu.
Page 8
Page 9
The following variables must be available in order to calculate the wind speed and wind direction -A valid 2D or 3D GPS fix (COG/SOG) -Magnetic heading -TAS The wind speed and direction will be displayed in red if a valid 2D or 3D GPS fix has not been achieved. The wind speed and direction will display incorrect information when not in a straight and level flight.
Page 10
START FLIGHT:
Press this key to manually start/stop a flight. This menu option is only shown if the XTreme is setup to select the manual flight option under the FLIGHT LOG setup menu. The flight timer FT ,F, FLIGHT or FLIGHT TIME text will flash to indicate a flight is in progress.
REALIGN AHRS:
If the following message appears then you have to realign the AHRS. This is due to excessive maneuvering, exceeding maximum bank, pitch or yaw rates. Select this function to indicated to the instrument that you are flying straight and level and that gravity tracking may be accelerated to ensure rapid realignment of the horizon.
LEVEL PITCH:
You can level the pitch of the artificial horizon should your aircraft fly nose up or nose down due to trim.
ALTITUDE BUG:
Use the rotary control to adjust the altitude bug. Press the ON/OFF soft key to enable or disable the altitude bug icon on the EFIS/MFD display screens.
HEADING BUG:
Use the rotary control to adjust the heading bug. Press the ON/OFF soft key to enable or disable the heading bug icon on the EFIS/MFD display screens.
Page 11
Select this menu option to configure the timer. Use the rotary control to adjust the timers reset value. Press the UP/DOWN soft key to select whether the timer must count up or down, the START/STOP soft key to start or stop the timer and the ON/OFF soft key to enable or disable the timer on the EFIS/MFD display screens.
MIN/MAX:
Select this menu option to display the maximum and minimum captured values. Press the RESET soft key to reset the min/max values to the current displayed values.
BACKLIGHT:
Select this menu option to adjust the backlight brightness level. This may be desirable during low light flying conditions. Use the rotary control to adjust the brightness level.
MENU:
Select this menu option to enter the main menu system.
Page 12
RPM only.
MAP only.
If the RPM,Rotor and MAP displays are disabled then the Hobbs, maintenance and airframe timers will be shown.
3.4.3 Oil Temperature, Oil Pressure, Current and Auxiliary analog display section
Page 13
This section displays the oil temperature, oil pressure, as well as the 2 auxiliary analog channels (display labels are configurable). If more then 2 channels are enabled then the display area will alternate at a 3 second interval. The oil temperature/pressure as well as the 2 auxiliary analog channels can be configured in the EMS SETUP menu.
3.4.4.1 Single fuel flow and calculated tank level (single tank) Single fuel flow and fuel level sender (single tank) Differential fuel flow and calculated tank level (single tank) Differential fuel flow and fuel level sender (single tank) Summed fuel flow and calculated tank level (single tank) Summed fuel flow and fuel level sender (single tank)
3.4.4.2 Dual fuel flow and calculated tank levels (dual tank) Dual fuel flow and dual fuel level senders (dual tank)
3.4.4.3 Single fuel flow and dual fuel level senders (dual tank) Single fuel flow, single fuel level sender, single calculated tank Differential fuel flow and dual fuel level senders (dual tank) Differential flow, single fuel level sender, single calculated tank Summed fuel flow and dual fuel level senders (dual tank) Summed fuel flow, single fuel level sender, single calculated tank
Single/Differential/Summed fuel flow, single fuel level sender, single calculated tank
These modes are nice for multiple fuel tanks whereby one or more tanks are difficult to insert level senders in. Potential problems such as those listed below can easily be diagnosed by doing side by side comparisons between a calculated and physical tank. Leaks in the fuel system Uneven drain of interconnected tanks Malfunction of the level sender Malfunction of the flow sender
Page 14
This mode is displayed if either fuel flow 1 or fuel flow 2 is selected and no fuel level senders are selected.
Page 15
The XTreme supports up to 12 thermocouples for EGTs/CHTs. The EGT/CHT section will automatically try and maximize the display area according to the number of EGTs/CHTs selected. The EGT/CHT parameters can be configured in the EGT SETUP and CHT SETUP menu.
The EGT/CHT number will highlight to the indicated temperature value if HIGHEST is selected. The EGT highlight color is magenta, and the CHT color is cyan.
High Caution
Temperature unit EGT/CHT group indicator Indicates highest value if HIGHEST is selected or the highlighted bar value if SCANNING is selected High alarm value
Page 16
START FLIGHT:
See section 3.2 for more information.
REALIGN AHRS:
See section 3.2 for more information.
LEVEL PITCH:
See section 3.2 for more information.
ALTITUDE BUG:
See section 3.2 for more information.
HEADING BUG:
See section 3.2 for more information.
FUEL REFILL:
Select this menu option to refill a calculated fuel tank. Press the FULL soft key for a quick fill to the full reading in the tank setup menu. Press the EXIT soft key when done.
FUEL TOTALS:
Select this menu option to display the fuel totals. Press the RESET soft key to reset the totalisers to zero. Press the EXIT soft key when done.
Page 17
MIN/MAX:
See section 3.2 for more information.
BACKLIGHT:
See section 3.2 for more information.
MENU:
Select this menu option to enter the main menu system.
Page 18
Page 19
Flight Time:
The flight time is automatically reset to zero when a new flight is started (manual or automatic flight detection). The text FLIGHT TIME will flash when a flight is active. The flight timer can be started in the EFIS/MFD/VFR/EMS quick select menu (Manual selection).
Zulu Time:
This is also know as UTC or GMT time. The RTC (real time clock) can be selected to come from the internal RTC or from the GPS (external or internal). The RTC can be setup in the TIMERS SETUP menu.
Local Time:
Local time normally includes an offset from Zulu time. The time offset can be setup in the TIMERS SETUP menu.
Timer:
The Timer can be configured in the EFIS/MFD/VFR/EMS quick select menu.
Hobbs:
The XTreme contains a password protected Hobbs timer. The Hobbs time can be set to the current known engine time in the TIMERS SETUP menu. The Hobbs timer will only increment when the RPM is greater then the HOBBS MINIMUM RPM.
Page 20
This timer is set in engine hours and it will count down to zero when the engine RPM is greater then the HOBBS MINIMUM RPM value as set in the TIMERS SETUP. A good use for this function is to set the hours until your next spark plug change or engine inspection. The purpose of this function is to assist you in determining remaining hours until maintenance will be required. It is not intended as a replacement for the aircraft's maintenance log. It is therefore important that the aircraft's maintenance log be maintained in the normal manner. You should further use your own discretion in performing maintenance earlier than indicated should any aircraft performance problems arise. A maximum of 999 hours can be entered as a maintenance interval. A reminder message will appear on startup when zero hours are remaining. The reminder message will automatically disappear after 10 seconds or if the pilot presses any key. Engine running time for the purpose of the maintenance timer is defined as the run time where the engine RPM is greater than the HOBBS MINIMUM RPM value as set in the TIMERS SETUP.
Airframe:
This timer operates similar to the engine maintenance timer but is based on flight time. You might use it to schedule thorough airframe checks at intervals, perhaps every 25 or 50 hours. A reminder message will appear on startup when zero hours are remaining. The reminder message will automatically disappear after 10 seconds or if the pilot presses any key.
Volts:
The XTreme can measure the supply voltage up to 30Vdc. The supply volts parameters can be configured in the VOLTS SETUP menu.
OAT:
Outside air temperature can be measured using the external temperature probe. The OAT parameters can be configured in the OAT SETUP menu.
Glide Ratio:
Glide ratio can be measured up to 1:99. Glide ratio is measured as a ratio between forward movement of the aircraft vs. vertical sink rate. Please note that the forward movement of the aircraft is not synonymous with horizontal forward movement relative to the earth surface but is a function of airspeed.
Climb Ratio:
Climb ratio can be measured up to 1:99. Climb ratio is measured as a ratio between forward movement of the aircraft vs. vertical climb rate. Please note that the forward movement of the aircraft is not synonymous with horizontal forward movement relative to the earth surface but is a function of airspeed.
Barometer:
Ambient pressure can be displayed in either millibar (mb) or in Inches of Mercury (Hg). The setup for the PRESSURE UNIT in the ALTITUDE SETUP menu will determine which.
Page 21
START FLIGHT:
See section 3.2 for more information.
FUEL REFILL:
See section 3.5 for more information.
FUEL TOTALS:
See section 3.5 for more information.
TIMER:
See section 3.2 for more information.
MIN/MAX:
See section 3.2 for more information.
BACKLIGHT:
See section 3.2 for more information.
MENU:
Select this menu option to enter the main menu system.
Page 22
FLIGHT:
The flight time is automatically reset to zero when a new flight is started (manual or automatic flight detection). The text FLIGHT will flash when a flight is active.The flight timer can be started in the EFIS/MFD/VFR/EMS quick select menu (Manual selection).
LOCAL:
Local time normally includes an offset from Zulu time. The time offset can be setup in the TIMERS SETUP menu.
TIMER:
See section 3.2 for more information.
HOBBS:
See section 3.6.9 for more information.
MAINT:
See section 3.6.9 for more information.
Airframe:
See section 3.6.9 for more information.
Page 23
3.8.3 Volts, OAT, Oil Temperature/Pressure, Current and Auxiliary Analog section
This section displays the supply voltage, OAT, oil temperature, oil pressure, as well as the 2 auxiliary analog channels. The oil temperature/pressure as well as the 2 auxiliary analog channels can be configured in the EMS SETUP menu.
3.8.4.1 Single fuel flow and calculated tank level (single tank) Single fuel flow and fuel level sender (single tank) Differential fuel flow and calculated tank level (single tank) Differential fuel flow and fuel level sender (single tank) Summed fuel flow and calculated tank level (single tank) Summed fuel flow and fuel level sender (single tank)
Page 24
3.8.4.3 Single fuel flow and dual fuel level senders (dual tank) Single fuel flow, single fuel level sender, single calculated tank Differential fuel flow and dual fuel level senders (dual tank) Differential flow, single fuel level sender, single calculated tank Summed fuel flow and dual fuel level senders (dual tank) Summed fuel flow, single fuel level sender, single calculated tank
Single/Differential/Summed fuel flow, single fuel level sender, single calculated tank
These modes are nice for multiple fuel tanks whereby one or more tanks are difficult to insert level senders in. Potential problems such as those listed below can easily be diagnosed by doing side by side comparisons between a calculated and physical tank. Leaks in the fuel system Uneven drain of interconnected tanks Malfunction of the level sender Malfunction of the flow sender
Page 25
This mode is displayed if both fuel flow 1and fuel flow 2 are selected and the fuel mode is selected for dual flow. Both fuel level senders are disabled.
Page 26
High Alarm
High Caution
Temperature units
CHT group indicator EGT High alarm value Indicates highest value if HIGHEST is selected or the highlighted bar value if SCANNING is selected
Page 27
START FLIGHT:
See section 3.2 for more information.
FUEL REFILL:
See section 3.5 for more information.
LEAN MODE:
EGT information is also very useful for fuel mixture control. As the fuel mixture is leaned, so the exhaust gasses get hotter. This rise in temperature is a sign of increased combustion efficiency as the optimum mixture setting is approached. If the leaning progresses past a certain point however, the temperature will begin to drop. This temperature drop is the result of reduced energy output from the diminished fuel flow. The best operating mixture for aircraft engines is in the vicinity of this peak EGT reading. The XTreme has a special Leaning mode, which easily identifies the peak EGT condition allowing you to adjust your fuel mixture for best performance. Fuel mixture should be adjusted once you have decided on a suitable cruise power setting (typically 70%). Once leaning mode has been enabled, the "LEAN MODE" label is displayed at the bottom left of the EMS display to clearly differentiate it from the normal operating mode. As the fuel mixture is slowly leaned past the point at which the temperature begins to drop (by more than 10C/15F), the absolute EGT temperatures will change to show the EGT reading relative to this peak. The sequential order as each cylinder peaks is also shown as numeric text under the cylinder. Leaning mode can be canceled by pressing the soft key to OFF or by changing the display screen. EGT Reading relative to first peaked cylinder EGT Temperature while leaning
Page 28
Once cruise mode has been enabled, the "CRUISE MODE" label is displayed at the bottom of the EMS display to clearly differentiate it from the normal operating mode. All EGT and CHT readings are immediately sampled as reference temperatures for the cruise. The display then shows EGT and CHT values relative to this reference temperature. Cruise mode can be canceled by pressing the soft key to OFF.
FUEL TOTALS:
See section 3.5 for more information.
TIMER:
See section 3.2 for more information.
MIN/MAX:
See section 3.2 for more information.
BACKLIGHT:
See section 3.2 for more information.
MENU:
Select this menu option to enter the main menu system.
Page 29
Page 30
START FLIGHT:
See section 3.2 for more information.
MIN/MAX:
See section 3.2 for more information.
BACKLIGHT:
See section 3.2 for more information.
MENU:
Select this menu option to enter the main menu system.
Page 31
3.12.2 Checklists
A checklist file is simply a text file created in a word processing program and saved with a .ECL extension. The name of the file does not matter but we suggest calling it something familiar so you can easily identify it. Each line in the text file will be treated as a new item. The length of each text line must not be more then 30 characters and must be terminated with an Enter. Copy the created file (.ECL extension) to the root directory of the SD card when you are complete. The checklist file can be loaded by pressing the rotary control and selecting CHECKLISTS. A window containing all the files with the .ECL extension is shown. Select the checklist you require. The number of checklists that can be stored and displayed depends on the size of the SD card. Move the highlight over a line item and press any one of the 3 center softkeys to tick and untick the items in the checklist.
Page 32
START FLIGHT:
See section 3.2 for more information.
INFO PAGES:
This menu option selects a graphic information page to display. A window will open displaying all the files in the root directory of the SD card with the .MIF extension. Press the rotary control over the file you wish to load as a graphic information page.
CHECKLISTS:
This menu option selects a checklist. A window will open displaying all the files in the root directory of the SD card with the .XCL extension. Press the rotary control over the file you wish to load as a checklist.
MIN/MAX:
See section 3.2 for more information.
BACKLIGHT:
See section 3.2 for more information.
MENU:
Select this menu option to enter the main menu system.
Page 33
Page 34
PILOT NUMBER:
Select a pilot number under which the next flights will be logged. Every flight entry in the flight log has a pilot number associated to it.
Page 35
Select if you want the flight log to automatically AUTOMATIC start or if you want to manually MANUAL start and stop it. The XTreme uses the following algorithm to determine if a flight is in progress (AUTOMATIC mode): If the airspeed is greater than the preset FLIGHT DETECT MINIMUM ASI value or the RPM is greater than the preset FLIGHT DETECT MINIMUM RPM value for a duration of 60 seconds or more, a flight is started with a logbook entry. The flight ends if airspeed or RPM falls below the preset value for 30 seconds. The above algorithm ensures that touch-and-goes will not result in the end of a flight and a logbook entry. Should the instrument be switched off during a flight, this will end the flight and the log will reflect the time until the instrument was switched off. Should the instrument be switched on again during a flight, a new flight will start for logging purposes
Page 36
Page 37
ALTITUDE UNIT:
Select if you want the altitude displayed in ft (feet) or m (meters).
PRESSURE UNIT:
Select if you want the local pressure displayed in mB (millibars) or Hg (inches of mercury).
Protocol
Garmin AT
Baud Rate
1200
Message format
#AL, space, +/-, five altitude digits right justified zero padded, T+25, checksum, carriage return The checksum is a simple modulo 256 sum of the binary values of the individual characters. The checksum is sent as two
Example
#AL +02372T+25DF[CR]
Page 38
9600
[STX]a=02372[ETX]
Page 39
ASI UNIT:
Select if you want the ASI to be displayed in mph (statute miles per hour), km/h (kilometers per hour) or kts (nautical miles per hour).
ASI FILTER:
This function can be used to select the signal filter time constant. Selections are "NONE", FAST or SLOW. This selection influences the rate at which your ASI can change its reading. If you have an installation that suffers from strong turbulence at the pitot tube, select slow. If you have a very clean airflow in front of the pilot tube you can select fast which will give you a faster response to airspeed changes.
Page 40
Vs ALARM:
This enables or disables Vs Alarm
Vne ALARM:
This enables or disables the VNE alarm.
Page 41
VSI UNIT:
Select if you want the VSI to be displayed in "ft/min" (feet/minute) or "m/s" (meters/second).
Page 42
Page 43
RPM DISPLAY:
Select if you want the RPM to be displayed in RPM or PERCENT .If you do not want any RPM information then set this parameter to "OFF". If the rotor RPM is set to "RPM" or "PERECENT" then the engine RPM display will automatically be enabled.
LOW ALARM:
This enables or disables the RPM low alarm.
LOW ALARM:
Enter the RPM threshold for when the low alarm must be activated. Any RPM value below this value will activate the alarm.
LOW CAUTION:
Enter the RPM value for the low caution. This is the upper value of the lower yellow band.
HIGH CAUTION:
Enter the RPM value for the high caution. This is the lower value of the upper yellow band.
HIGH ALARM:
This enables or disables the RPM high alarm.
HIGH ALARM:
Enter the RPM threshold for when the high alarm must be activated. Any RPM value above this value will activate the alarm.
PULSES/REV:
Enter the number of pulses per RPM. For engines with an uneven number of cylinders like three cylinder four stroke engines you can enter values containing fractions (usually 1.5 in this example). Most four stroke engines would generate
Page 44
one pulse for every two revolutions per cylinder. A four cylinder automotive four stroke engine would thus generate 2 pulses per revolution. A typical Rotax DCDI two stroke engine would generate 6 pulses per revolution. The well known Rotax 912/914 engine generates one pulse per revolution.
RPM RESOLUTION:
Select the step size between successive RPM values eg. if the RPM value is 4003 RPM and the RPM RESOLUTION is 5 then the actual value shown is 4005 RPM.
ROTOR DISPLAY:
Select if you want the rotor RPM to be displayed in RPM or PERCENT .If you do not want any rotor RPM information then set this parameter to off. If the rotor RPM is set to "RPM" or "PERECENT" then the engine RPM display will automatically be enabled.
LOW ALARM:
This enables or disables the Rotor low alarm.
LOW ALARM:
Enter the Rotor RPM threshold for when the low alarm must be activated. Any Rotor RPM value below this value will activate the alarm.
LOW CAUTION:
Enter the Rotor RPM value for the low caution. This is the upper value of the lower yellow band.
HIGH CAUTION:
Enter the Rotor RPM value for the high caution. This is the lower value of the upper yellow band.
HIGH ALARM:
This enables or disables the Rotor RPM high alarm.
HIGH ALARM:
Enter the Rotor RPM threshold for when the high alarm must be activated. Any Rotor RPM value above this value will activate the alarm.
Page 45
ROTOR RESOLUTION:
Select the step size between successive Rotor RPM values eg. if the Rotor RPM value is 403 RPM and the ROTOR RESOLUTION is 5 then the actual value shown is 405 RPM.
Page 46
EGT/CHT CHANNELS:
Select the number of EGT or CHT channels you want to use. Choices are from 1 to 12. The temperature display will configure itself to make best possible use of the available display size. Please note that the minimum number of EGT & CHT channels that can be displayed is 1 and the maximum number of EGT and CHT channels that can be displayed is 12.
HIGH CAUTION:
Enter the temperature value for the high caution.
HIGH ALARM:
This enables or disables the EGT/CHT high alarm.
HIGH ALARM:
Enter the temperature threshold for when the high alarm must be activated. Any temperature above this value will activate the alarm.
Page 47
Select if you are using a K-type, J-type or E-type thermocouple probe for the EGT/CHT group. All probes supplied by MGL Avionics are K-Type. J-types are sometimes used with American made CHT probes. All EGT probes are K-type. Etype probes are seldom used.
TEMPERATURE UNIT:
Select whether you want the EGT/CHT temperature to be displayed in degrees Celsius (C) or degrees Fahrenheit (F).
MODE:
A selection between HIGHEST or SCANNING can be selected. If HIGHEST is selected then the current highest thermocouple temperature is displayed. If SCANNING is selected then the unit will cycle through each thermocouple at the time specified in SCAN TIME.
SCAN TIME:
Specify the time that each of the channels must be displayed for. This menu option is only shown if SCANNING is selected for the display mode.
Page 48
UNIT:
Select your desired units for distance and fuel quantity. The following options are available: L/sm: Liters and statute miles G/sm: U.S. Gallons and statute miles L/nm: Liters and nautical miles G/nm: U.S. Gallons and nautical miles L/km: Liters and kilometer G/km: U.S. Gallons and kilometers
SPEED:
Select which speed will be used for fuel range/endurance based calulations. You can select beteween "AIRSPEED-TAS" or "GPS-GROUND SPEED". If a 2D or 3D GPS is not obtained and "GPS-GROUND SPEED" is selected then the XTreme will default to use TAS for the fuel range/endurance calculations.
FLOW 1/2:
This enables or disables the Flow 1/2 display on the EFIS and MFD displays.
KFACTOR 1/2:
The K-Factor is the number of pulses generated by the fuel flow sender for one liter of fuel. The dual range fuel flow sender supplied by MGL Avionics has a K-Factor of 7000 in the low flow mode (jet installed) and 1330 for the high flow mode (no jet installed). The Flowscan 201A-6 has a K-Factor of 8454. You can use the K-Factor to calibrate your fuel flow sender. See the RDAC manual for more details on how to calibrate and install the fuel flow sender.
MODE:
Select if you want to measure fuel flow using a fuel flow sender or by using fuel injectors.
FLOW MODE:
If both fuel flow senders are selected then select if they are operating on individual fuel tanks (dual) or if they are operating in a supply/return type fuel system (differential).
Page 49
Fuel level setup. (Only tank 1 setup is shown, follow the same steps for tank 2 setup)
TANK 1/2:
Select if the fuel tank has a physical fuel level sender connected to it or if the Xtreme must use a calculation based virtual fuel tank. If you do not want any fuel level information then set this parameter to off.
TANK SIZE:
Enter the size of the fuel tank in your system. It is recommended to choose a size that is slightly less than the actual size so you can compensate for sender inaccuracies and give you a measure of reserve fuel.
LOW ALARM:
This enables or disables the fuel level low alarm.
LOW ALARM:
Enter your desired minimum fuel value that you would like to trigger the fuel low alarm.
LOW CAUTION:
Enter the fuel level value for the low fuel caution.
CALIBRATE TANK:
The fuel level sender needs to be calibrated before it can be used with this system. The calibration allows the system to learn the shape of your tank as well as any errors your fuel level sender or installation has. Regardless of your use of a fuel flow sender, you can install a fuel level sender into your fuel tank. These level senders are inexpensive and are available as after market replacement fittings from a car spares outlet. We recommend the senders available from VDO. Be aware that some makes of cheap level senders can prove troublesome, as the lever arms tend to be sticky. This prevents the floats from floating on the surface of the fuel at all times. As a consequence, this will lead to incorrect fuel level indication.
Adjusting calibration points automatically Select SENDER for the MODE menu item. Once you have installed a fuel level sender into your tank, make sure the float can travel all the way from empty to full position without hindrance of any kind. The calibration procedure should be carried out with your aircraft in flight attitude. This means you need to lift the tail if you have a tail-dragger or lift the nose wheel if you have a weightshift trike.
Page 50
Start the calibration procedure with an empty tank. Add five liters of fuel (our reserve quantity) using a suitable measure. Make sure the measure is suitably accurate. This is now the level sender reading at 0 Lt position. Move the highlight to this position and wait until the sender reading has stabilized (You will see the sender reading at the top line). This could take up to a minute so have patience. ENSURE THAT THE FLOAT IS NOT SUBMERGED AND IS FLOATING ON TOP OF THE FUEL LEVEL.
Should this number not react to changes of your level sender position, then you have a problem. Please check your wiring according to the installation section of this manual. You should expect the number to change in the region of at least 20 to 60 counts per calibration position. If the number does not change with fuel level or only changes a very small amount check your installation. Something is not right! If you see the number changing then everything is well. Once it has stabilized and the highlight is on the 0 L position, press the rotary control to transfer the reading from the sender to the calibration point. Now you are ready for the next step. Add the required amount of fuel to get to the next level (In our case 9 Lt this is 20% tank capacity). Once done, wait for the reading to stabilize and press the rotary control again after you have moved the highlight to the 9 L position. Proceed in a similar manner until you have reached the last calibration position at 100% tank capacity. You are done! To finish your calibration, exit the calibration function by moving the highlight over the - - -PREVIOUS MENU - - menu item and press the rotary control. The instrument uses the 6 calibration points to work out a correction curve that takes into account the tolerances of your fuel level sender and the shape of your fuel tank. This results in an incredibly accurate and usable fuel level display that far exceeds that available from ordinary dial type gauges.
Page 51
Sender value is a value determined by the XTreme. It is used to calculate fuel level, fuel endurance estimate and current range estimate. The fuel tank setup sender value can either increase in value as fuel is added or decrease in value if fuel is added. This is dependent on the type of fuel level sender used. However should the second reading be larger than the first reading all readings will have to be larger than the previous readings. Likewise should the second reading be smaller than the first reading all readings will have to be smaller than the previous reading.
If this is not the case the wording "SLOPE ERROR" will be displayed. This could happen when fuel was removed instead of added between steps, no fuel was added between steps or when the fuel level sender was moved in the wrong direction e.g. moving the fuel level sender manually when it is not inserted in to the fuel tank. Determine the cause of the error if you should get a slope error message. If you do not know the cause of your error it is best to start from scratch. It should be remembered that accuracy in the fuel tank calibration is extremely important to enable your XTreme to display the correct data.
TANK FILTER:
Select the damping factor for the fuel level. A selection of "NONE", "LOW", "MED" or "HIGH" can be made.
Page 52
MAP DISPLAY:
This enables or disables the manifold pressure display on the EMS displays screens
LOW ALARM:
This enables or disables the manifold pressure low alarm.
LOW ALARM:
Enter the pressure threshold for when the low alarm must be activated. Any pressure below this value will activate the alarm.
LOW CAUTION:
Enter the pressure value for the low caution. This is the upper value of the lower yellow band.
HIGH CAUTION:
Enter the pressure value for the high caution. This is the lower value of the upper yellow band.
HIGH ALARM:
This enables or disables the manifold pressure high alarm.
HIGH ALARM:
Enter the pressure threshold for when the high alarm must be activated. Any pressure above this value will activate the alarm.
FILTER:
This function can be used to select the signal filter time constant. Selections are "NONE", FAST or SLOW. This selection influences the rate at which your manifold pressure can change its reading.
Page 53
Page 54
SENDER:
Select what type of sender you are using. Select VDO for a VDO resistive sender, WESTACH for Westach thermistor type senders, MGL for a MGL NTC resistive temperature sender, LM335 for a MGL precision temperature sender or USER for a custom sender. The XTreme has a built in linearization curve for a standard 50C to 150C VDO resistive sender, Westach senders and the MGL NTC resistive sender.
DISPLAY MAX:
Select the maximum temperature that you want the oil temperature bargraph to show. This can give you increased display resolution.
Page 55
Select the minimum temperature that you want the oil temperature bargraph to show. This can give you increased display resolution.
LOW ALARM:
This enables or disables the oil temperature low alarm.
LOW ALARM:
Enter the temperature threshold for when the low alarm must be activated. Any temperature below this value will activate the alarm.
LOW CAUTION:
Enter the temperature value for the low caution. This is the upper value of the lower yellow band.
HIGH CAUTION:
Enter the temperature value for the high caution. This is the lower value of the upper yellow band.
HIGH ALARM:
This enables or disables the temperature high alarm.
HIGH ALARM:
Enter the temperature threshold for when the high alarm must be activated. Any temperature above this value will activate the alarm.
Page 56
TYPE:
Select if you are using a resistive, 4-20mA or 0-5V output pressure sender.
MODEL:
Select which VDO pressure sender you are using. A selection between a VDO 2, 5 or 10 Bar can be selected.
MODEL:
For UMA senders select the UMA model number.
PRESSURE @ 4mA:
Enter the pressure specified at 4mA output.
Page 57
DISPLAY MAX:
Select the maximum pressure that you want the oil pressure bargraph to show. This can give you increased display resolution.
DISPLAY MIN:
Select the minimum pressure that you want the oil pressure bargraph to . This can give you increased display resolution.
LOW ALARM:
This enables or disables the pressure low alarm.
LOW ALARM:
Enter the pressure threshold for when the low alarm must be activated. Any pressure below this value will activate the alarm.
LOW CAUTION:
Enter the pressure value for the low caution. This is the upper value of the lower yellow band.
HIGH CAUTION:
Enter the pressure value for the high caution. This is the lower value of the upper yellow band.
HIGH ALARM:
This enables or disables the manifold pressure high alarm.
HIGH ALARM:
Enter the pressure threshold for when the high alarm must be activated. Any pressure above this value will activate the alarm.
Page 58
The analog AUX3/4 channel on the RDAC is a general purpose channel that can be used for pressure as well as for temperature senders.
FUNCTION:
Select the function for the analog channel. Options are PRESSURE, TEMPERATURE, CURRENT or OFF.
Page 59
Select what type of resistive pressure sender you are using. Select VDO for VDO / resistive senders, USER for a custom sender.
MODEL:
Select which VDO pressure sender you are using. A selection between a VDO 2, 5 or 10 Bar can be selected.
MODEL:
For UMA senders select the UMA model number.
PRESSURE @ 4mA:
Enter the pressure specified at 4mA output.
PRESSURE @ 20mA:
Enter the pressure specified at 20mA output.
CALIBRATE SENDER:
If the sender type is set to USER, then use this menu option to calibrate your pressure sender. See section 4.4.9 for more information.
Page 60
Select whether you want to display the pressure in Bar, PSI or PSI(0.1). The PSI(0.1) is for low range pressure senders e.g. UMA 7PSI.
DISPLAY MAX:
Select the maximum pressure that you want the bargraph to show. This can give you increased display resolution.
DISPLAY MIN:
Select the minimum pressure that you want the bargraph to show. This can give you increased display resolution.
LOW ALARM:
This enables or disables the pressure low alarm.
LOW ALARM:
Enter the pressure threshold for when the low alarm must be activated. Any pressure below this value will activate the alarm.
LOW CAUTION:
Enter the pressure value for the low caution. This is the upper value of the lower yellow band.
HIGH CAUTION:
Enter the pressure value for the high caution. This is the lower value of the upper yellow band.
HIGH ALARM:
This enables or disables the manifold pressure high alarm.
HIGH ALARM:
Enter the pressure threshold for when the high alarm must be activated. Any pressure above this value will activate the alarm.
Page 61
TEMPERATURE UNIT:
Select whether you want the temperature to be displayed in degrees Celcius (C) or in degrees Fahrenheit (F).
DISPLAY MAX:
Select the maximum temperature that you want the bargraph to show. This can give you increased display resolution.
DISPLAY MIN:
Select the minimum temperature that you want the bargraph to show. This can give you increased display resolution.
LOW ALARM:
This enables or disables the temperature low alarm.
LOW ALARM:
Enter the temperature threshold for when the low alarm must be activated. Any temperature below this value will activate the alarm.
LOW CAUTION:
Enter the temperature value for the low caution. This is the upper value of the lower yellow band.
HIGH CAUTION:
Enter the temperature value for the high caution. This is the lower value of the upper yellow band.
HIGH ALARM:
This enables or disables the temperature high alarm.
HIGH ALARM:
Enter the temperature threshold for when the high alarm must be activated. Any temperature above this value will activate the alarm.
Page 62
Select the maximum current that you want the bargraph to show. This can give you increased display resolution.
DISPLAY MIN:
Select the minimum current that you want the bargraph to show. This can give you increased display resolution.
LOW ALARM:
This enables or disables the current low alarm.
LOW ALARM:
Enter the current threshold for when the low alarm must be activated. Any current below this value will activate the alarm.
LOW CAUTION:
Enter the current value for the low caution. This is the upper value of the lower yellow band.
HIGH CAUTION:
Enter the current value for the high caution. This is the lower value of the upper yellow band.
HIGH ALARM:
This enables or disables the current high alarm.
HIGH ALARM:
Enter the current threshold for when the high alarm must be activated. Any current above this value will activate the alarm.
Page 63
LOW ALARM:
This enables or disables the volts low alarm.
LOW ALARM:
Enter the voltage threshold for when the low alarm must be activated. Any voltage below this value will activate the alarm.
LOW CAUTION:
Enter the voltage for the low caution. This is the upper value of the lower yellow band.
HIGH CAUTION:
Enter the voltage for the high caution. This is the lower value of the upper yellow band.
HIGH ALARM:
This enables or disables the volts high alarm.
HIGH ALARM:
Enter the voltage threshold for when the high alarm must be activated. Any voltage above this value will activate the alarm.
Page 64
LOW ALARM:
This enables or disables the OAT low alarm.
LOW ALARM:
Enter the temperature threshold for when the low alarm must be activated. Any temperature below this value will activate the alarm.
LOW CAUTION:
Enter the temperature for the low caution. This is the upper value of the lower yellow band.
HIGH CAUTION:
Enter the temperature for the high caution. This is the lower value of the upper yellow band.
HIGH ALARM:
This enables or disables the OAT high alarm.
HIGH ALARM:
Enter the temperature threshold for when the high alarm must be activated. Any temperature above this value will activate the alarm.
Page 65
COMPASS DISPLAY:
Select "ON" if you have a MGL Avionics compass sensor attached to the XTreme else select "OFF".
COMPASS TAPE:
Select the desired compass display mode. A selection from "MIXED", "CARDINAL" or "NUMERIC" can be selected. "MIXED" shows headings as number in degrees except for the four major cardinal points which are shown as N,S, E and W. CARDINAL shows headings as major and minor cardinal points: N, NNE, ENE, E, ESE, SSE, S, SSW, WSW, W, WNW, and NNW. NUMERIC shows headings as numbers in degrees.
3D-A
3D-G
Page 66
When you install your compass sensor package, it may be surrounded by several items or materials that in some way change the strength and/or direction of the earth magnetic field that your sensors are measuring. If left unattended, this may contribute to considerable errors in the heading as indicated by your instrument. Due to the magnetic sensor not being based on a magnetic item (such as a magnetic needle) as in a normal compass, the effect of deviation is lessened a little. This is because the needle in a magnetic compass will be attracted by iron, even if the offending iron has no effect on the magnetic field (i.e. does not change the field direction or strength in a hypothetical case). Deviation needs to be corrected if you intend using the compass for navigational purposes. The procedure for this is traditionally called a compass swing. Often, two small magnets are placed close to the compass in an effort to correct some of the larger errors. Smaller, remaining errors are then noted on a deviation chart and this is placed next to the compass for future reference. With the SP-2, a very simple method can be used to correct for most of the deviation that may be present in your aircraft or vehicle. However, before you start, ensure that the sensor package is installed as far away as possible from any of the following: Ferro magnetic materials such as iron, many steels and soft magnetic materials such as ferrites. Any magnets must be located as far away as possible from the sensor package. This includes electromagnets as used in solenoids, electrical motors and relays. Cables containing large electrical currents. DC currents will cause magnetic fields around the cables which will lead to deviation. AC currents cause fluctuating magnetic fields that may reduce your compass resolution. Be aware that some lower grades of stainless steel may be ferro magnetic.
If in any doubt, use a small magnet to test any metals surrounding the sensor package. We recommend mounting the sensor package using glued on strips of velcro material. This allows for easy alignment of the sensor package horizontal to the earths magnetic field. Never perform the deviation compensation procedure or a compass swing if your aircraft is placed on a reinforced concrete apron or tarmac. The steel that may have been used to reinforce may have a very significant effect on the strength and direction of the magnetic field at your location.
Place your aircraft in flight attitude. For example, if you own a tail-dragger, raise the tail. Some tricycle gear aircraft may need to raise the nose gear slightly. The object is to place the sensor package as close to horizontal attitude relative to the earths surface as you possible. Proceed as instructed and turn the aircraft through a full 360 degrees at least once. Allow this procedure to take some time, perhaps a minute. You can proceed to turn your aircraft though two or more turns, however you need to fully complete at least one full turn. Once you have completed your turn(s), select DONE to inform the instrument that you have finished. Your instrument will at this point calculate the best possible fit of the sensor data to a 360 degree arc taking the relative strengths and offsets of the magnetic field into account. This procedure can result in remarkably good overall performance of your compass. Please note: After this procedure has been completed, you may have to verify the compass performance by performing a normal compass swing. Should any deviation remain, you need to note this on a deviation card and place this card next to the compass. This may be a legally required procedure in your country for your aircraft class. Please check your relevant
Page 67
regulations. Deviation compensation and compass swing may need to be repeated from time to time as the magnetic properties of metals in your aircraft may change over time.
SET ALIGNMENT:
The purpose of this function is to cancel out the remaining errors on the main cardinal headings after a deviation compensation calibration has been done. Align your aircraft exactly on a North/South heading, pointing North. Use another compass outside of the aircraft to ensure that you are aligned exactly on the North/South axis. Select the SET NORTH function. Repeat the above calibration for the South, East and West cardinal headings. This function, if used properly can lessen any remaining deviation that may be present after you have performed the prescribed compass swing. If you cannot find a successful setting using both methods, examine your installation location more closely. Perhaps you have an interfering metal part nearby. You may need to choose a different location to mount the compass sensor. Note: In difficult circumstances it may not be possible to find a location for the sensor inside the fuselage of your aircraft. This may be particularly true for aircraft based on tubular steel frames. In this case you need to locate the compass sensor inside the wing (perhaps in a wing-tip).
HEADING MODE:
Select if you want all heading related data to indicate true or magnetic north.
LOCAL VARIATION:
Select AUTO to allow the XTreme to automatically calculate the local variation or MANUAL for manual local variation input.
Page 68
SLIP/SKID ZERO:
This function allows you to set your slip indicator to exactly zero even if your aircraft tends to fly slightly wing down. The procedure is to place the aircraft in a stable, straight and level attitude during calm flight conditions and then select this function. To cancel the correction, place your sensor absolutely horizontal (use a spirit level) and select the function again.
SLIP/SKID SENSITIVIITY:
Select if you want the slip/skid ball to have a high sensitivity or a low sensitivity setting
BANK INDICATOR:
This enables or disables the bank indicator markings on the EFIS and MFD displays.
PITCH MARKERS:
This enables or disables the pitch markers on the EFIS and MFD displays.
Page 69
GROUND COLOR:
Select the color of the ground in the EFIS display. A selection between "BROWN" (default) or "GREEN" can be made.
The GPS Flight path feature uses a method to calculate bank and pitch angles from information obtained from the internal GPS receiver. This is no means a replacement for a real gyro based AHRS unit but is more intended as a informative / simulated display of the horizon. This feature is only available using the internal GPS receiver due to the high update rates required by the internal calculations. The GPS Flight Path requires a 2D or 3D GPS fix. If a 2D GPS fix is obtained then the pitch angle uses the VSI instead of the vertical vector in determining the pitch angle. The GPS Flight Path is engaged only when the airspeed is greater then 20mph. The GPS Flight Path can be used as a low cost artificial horizon display allowing the pilot to be able to have the look and feel of a real EFIS display without the additional cost of a AHRS sensor unit. The text GPS FLIGHT PATH NO ATTITUDE is displayed when the GPS Flight Path is enabled. This cannot be removed from the display and reminds the pilot of the limitations thereof. The GPS Flight Path is based on coordinated flight and it will display incorrect horizon information during unusual uncoordinated flight maneuvers.
WARNING
This is no means a replacement for a real gyro based AHRS unit but is more intended as a informative / simulated display of the horizon. This is strictly not to be used for IMC/IFR flights. MGL Avionics or any of its distributors take no responsibility for the use of the GPS Flight Path feature and it is the sole responsibility of the pilot in command to familiarize themselves with the use and limitations of using such a technology.
Page 70
POSITION FORMAT:
Select the display format of the GPS latitude and longitude.
CDI SCALE:
Use this function to adjust the CDI scale to either 1, 2, 5 or 10.
GPS:
Select INTERNAL if you want to use the internal GPS (default) or EXTERNAL if using an external GPS receiver. If an external GPS is used then it must output the following NMEA sentences GGA - Global positioning system fix data RMC Recommended minimum specific GNSS data GSA GNSS DOP and active satellites GSV GNSS satellites in view NMEA stands for the National Marine Electronics Association. For more information please visit www.nmea.org. Note: The GPS flight path will only work if the internal GPS receiver is used.
Page 71
Page 72
These timers allow you to keep track of engine maintenance interval. Set the timer when you have serviced your engine. A typical time might be 50 hours. This function allows you to set an engine maintenance timer. This timer is set in engine hours and it will count down to zero when the engine RPM is greater then the HOBBS MINIMUM RPM. A good use for this function is to set the hours until your next spark plug change or engine inspection. Use the rotary control to change the value.
UTC OFFSET:
Enter the UTC offset for your location. The UTC offset can be adjust in half an hour increments.
RTC SOURCE:
Select if you want the RTC UTC time to come from the GPS receiver or the internal RTC. Both real time clocks are powered by an internal 3V lithium coin cell battery. The internal battery can be replaced by unscrewing the 5 screws holding the back and front enclosures together as well as the 2 screws next to the D15 connector. Delicately slide out the electronics and replace the battery. The battery is a CR2032 coin cell.
Use the rotary control to set the UTC date & time in the internal RTC.
Page 73
The XTreme has the ability to act as a black box recorder recording flight data directly onto an inserted SD card for later playback and investigation using the MGL Avionics Enigma Black Box viewer program. See the Enigma Black box viewer documents for further information. The Black box viewer can also convert the data into other file formats such as: KML: Keyhole Markup Language / Google Earth CSV: Comma-Separated Variable IGC: FAI Gliding commission The XTreme automatically records the following flight data when the data recording is enabled: Data and Time Altitude Barometer Airspeed TAS VSI Glide/climb ratio Volts OAT Other fields such as engine data, attitude, and GPS data are user selectable. The XTreme records all available data for each selected category once per second.
Page 74
4.9.1 Examples of the exported flight data using CSV format and the KML format
Page 75
The display setup menu option allows the pilot to select if certain display screens must be shown or not when toggling through the displays using the left or right most soft keys.
EFIS DISPLAY:
Select ON to display the full screen EFIS screen.
MFD DISPLAY:
Select ON to display the 2/3 screen EFIS screen and 1/3 engine monitoring screen.
VFR DISPLAY:
Select ON to display the 2/3 screen VFR screen and 1/3 engine monitoring screen.
EMS DISPLAY:
Select ON to display the full screen engine monitoring screen.
GPS DISPLAY:
Select ON to display the GPS information screen.
INFO/CHECKLIST DISPLAY:
Select ON to display the Information/Checklist screen.
Page 76
WIND SPEED/DIRECTION:
Select if you want the wind speed / direction displayed on the EFIS and MFD display screens. The following variables must be available in order to calculate the wind speed/wind direction -A valid 2D or 3D GPS fix -Magnetic heading (Requires MGL Avionics SP2 magnetic compass) -TAS
G-FORCE:
This enables or disables the G-Force display on the EFIS and MFD display screens.
AIRCRAFT REGISTRATION:
Enter your aircraft registration. A maximum of 8 characters can be entered. The aircraft registration is displayed on the start up (Splash) screen.
Page 77
Page 78
7 Alarm condition
If an alarm condition occurs the following will happen: The item causing the alarm condition will flash on the screen An alarm warning message will be displayed on the screen An external alarm switch will close
The alarm warning message and switch closure will remain until any button is pressed or until the condition(s) that activated the alarm no longer exist. The alarm output can be used to switch an external alarm indicator. The external alarm switch is an open collector transistor switch to ground with a maximum rating of 0.5A DC. It is possible to wire the alarm contacts of several Stratomaster instruments in parallel should this be desired. To avoid false activation of the alarms, the alarm function is only active 10 seconds after the instrument has powered up.
8 Cleaning
The unit should not be cleaned with any abrasive substances. The screen is very sensitive to certain cleaning materials and should only be cleaned using a clean, damp cloth.
Warning: The XTreme is not waterproof. Serious damage could occur if the unit is exposed to water and/or spray jets.
Page 79
9 XTreme Specifications
Operating Temperature Range Storage Temperature Range Humidity Power Supply Current Consumption Display Dimensions ADC Enclosure Weight Alarm contact current rating Non-volatile memory storage -10C to 50C (14F to 122F) -20C to 80C (-4F to 176F) <85% non-condensing 8 to 30Vdc SMPS (switch mode power supply) with built in 33V over voltage and reverse voltage protection Approx. 200mA @ 13.8V 4.3 480x272 pixel, 600 nits active matrix TFT LCD (Sunlight Readable). LED backlight is user adjustable. see section 12 for dimensional drawings 16bit 100ksps 3 1/8 ABS, black in color, front mounting. See XTreme dimensional drawing Approx. 530 grams (includes Xtreme, cable, GPS antenna & OAT sensor) Open collector transistor switch to ground. Maximum rating 0.5A DC 100000 write cycles
Altimeter
Altimeter range Altimeter resolution Altitude measurement accuracy Connection -700ft to 30 000ft (-213m to 9144m) 1ft/1m +/- 1mB, +/- 30ft at sea level 1/8 NPT female fitting
Airspeed
Airspeed range Airspeed resolution Measurement accuracy Connection 16mph to 250mph 1 mph +/-1% at 85mph nominal 1/8 NPT female fitting
VSI
Digital VSI range Digital VSI resolution VSI measurement accuracy +/-20ft/m to +/-10 000ft/m 10ft +/- 2%, relative to calibration
Voltage
Range Resolution 8 to 30V DC 0.1V
GPS
Channels Correlators Update rate Time to First Fix (TTFF) Antenna Antenna connection 50 >1 000 000 4 Hz <1 Second External active antenna SMA
Page 80
10 Installation
10.1 Altimeter Installation
Connect the static port to a suitable static air pressure line. If you have a slow aircraft or an aircraft where the internal cabin pressure does not change during flight and is equivalent to the outside air pressure you may find that it is not required to connect a static port. For installations in typical ultralight aircraft pods, be aware of possible pressure changes inside the pod during flight caused by ram air or suction effects. This may lead to a false indication of altitude and airspeed. Often these effects are dependent on the current angle of attack of the airflow around your pod. You will need to install a suitable static port in these cases. Static ports are usually mounted at a strategic position on the rear side of the aircraft fuselage for faster, pressurized aircraft. The Static port is terminated in a female 1/8 NPT fitting, you will be required to use a standard 1/8 NPT male fitting.
Example cross-section of thick walled pitot tube. Suitable connection hose for both pitot tube and static port can be obtained from a hardware store or even a pet shop. Good quality tubing is often used for fish tanks and it has just the right diameter. Please note that this kind of tubing is not advised for pressurized aircraft. In this case you would need to obtain aircraft grade tubing of suitable diameter. The XTreme allows you to calibrate the airspeed reading. The main reason for this is to be able to remove errors introduced due to the airflow around your aircraft which may have an effect of your pitot tube pressure. The pitot tube port is terminated in a female 1/8 NPT fitting, you will be required to use a standard 1/8 NPT male fitting.
Page 81
The use of an external 1A fuse is recommended. Connect the supply terminals to your aircrafts power supply. The XTreme can be used on both 12V and 24V without the use of any pre-regulators. Ensure that the supply voltage will not drop below 8V during operation as this may result in incorrect readings.
Please see MGL Avionics SP2,SP4/SP5 and RDAC documentation for installation and usage.
Page 82
D15 Male
NC=Not Connected
The XTreme has a D15 Female connector. The connecting cable must have a D15 male connector attached to it.
11 Firmware upgrades
The XTreme's firmware can be upgraded in the field to the latest version via the SD card. This will keep your XTreme up to date with bug fixes, new features etc. The name of the file must be called XTREME.FW and it must reside in the root directory. When the XTreme powers up it will first look at the SD card to see whether the file exists, if it does then it will prompt the user to upgrade the firmware. Use the soft keys at the bottom to select whether to upgrade to the new firmware or to exit the firmware upgrade feature. If the file does not exist, then the firmware upgrade function is bypassed and the XTremes main program is executed. Please check http://www.mglavionics.co.za/XTreme.html regularly for the latest firmware releases.
Page 83
12 XTreme dimensions
12.1 Front view
Page 84
Page 85
Page 86
13 Warranty
This product carries a warranty for a period of one year from date of purchase against faulty workmanship or defective materials, provided there is no evidence that the unit has been mishandled or misused. Warranty is limited to the replacement of faulty components and includes the cost of labor. Shipping costs are for the account of the purchaser.
Note: Product warranty excludes damages caused by unprotected, unsuitable or incorrectly wired electrical supplies and or sensors, and damage caused by inductive loads.
14 Disclaimer
Operation of this instrument is the sole responsibility of the purchaser of the unit. The user must make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. This instrument is not certified by the FAA. Fitting of this instrument to certified aircraft is subject to the rules and conditions pertaining to such in your country. Please check with your local aviation authorities if in doubt. This instrument is intended for ultralight, microlight, homebuilt and experimental aircraft. Operation of this instrument is the sole responsibility of the pilot in command (PIC) of the aircraft. This person must be proficient and carry a valid and relevant pilots license. This person has to make themselves familiar with the operation of this instrument and the effect of any possible failure or malfunction. Under no circumstances does the manufacturer condone usage of this instrument for IFR flights.
The manufacturer reserves the right to alter any specification without notice.