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EFIS/One

Pilot’s Guide

Copyright blue mountain avionics, inc. 2003

Revision History Release History 2.15 Initial Release of Pilot’s Guide for Version 2.15 MT 06/17/2003 2.15 Updates for VNAV and Settings Screen Changes MT 09/02/2003

Table of Contents

LIMITED WARRANTY.................................................................................................................................. 1

RESPONSIBILITIES OF BUYER .................................................................................1 EXCLUSIONS..............................................................................................................1

NEED HELP? ............................................................................................................................................... 2

SAFETY CONSIDERATIONS ...................................................................................................................... 2

PILOT’S GUIDE............................................................................................................................................ 3

QUICK START.................................................................................................................3 CONTROLS OVERVIEW ....................................................................................................4 THE CKL BUTTON BRINGS UP YOUR CUSTOMIZED CHECK LIST SCREEN. ...............................4

A TYPICAL FLIGHT...................................................................................................................................... 5

CHECKLISTS...................................................................................................................5 STARTUP .......................................................................................................................5 CLEARANCE ...................................................................................................................5 TAXI ..............................................................................................................................5 TAKE OFF ......................................................................................................................6 CRUISE..........................................................................................................................6 APPROACH.....................................................................................................................7 LANDING ........................................................................................................................8 SHUTDOWN....................................................................................................................8

EFIS/ONE SYSTEM COMPONENT OVERVIEW ........................................................................................ 9 EFIS/One processor ............................................................................................................................ 9 Display and Controls ............................................................................................................................ 9 Honeywell Magnetometer .................................................................................................................. 10 DVD drive........................................................................................................................................... 10 GPS antenna...................................................................................................................................... 10 Programming keyboard...................................................................................................................... 11 Keyboard Functions: .......................................................................................................................... 11

EFIS/ONE OPERATION............................................................................................................................. 13

DISPLAY ELEMENT OVERVIEW .......................................................................................13 EADI - THE ELECTRONIC ATTITUDE AND DIRECTION INDICATOR .......................................15

1. Slip/Skid Indicator .......................................................................................................................... 16 2. GPS Ground Speed ....................................................................................................................... 16 3. Speed Ribbons .............................................................................................................................. 16 4. Indicated Air Speed IAS................................................................................................................. 16 5. AOA Indicator................................................................................................................................. 16 6. Airspeed Trend .............................................................................................................................. 17 7. True Air Speed TAS....................................................................................................................... 17 8. AP Annunciations........................................................................................................................... 17

HDG – Heading Bug mode ........................................................................................................................... 17 CRS – Course Bug Mode.............................................................................................................................. 17 Ext VOR – External Radio Navigation........................................................................................................... 17 Vir VOR – Virtual VOR.................................................................................................................................. 18 GPS – Use internal GPS flight plan .............................................................................................................. 18 ILS – Navigation using the LOC/GS signals ................................................................................................. 18

Localizer – Localizer .................................................................................................................................... 18 LOC BCRS – Navigation using the localizer back course............................................................................. 18

9. Bank Angle..................................................................................................................................... 19 10. Magnetic Heading ........................................................................................................................ 19 11. Standard Rate Turn Markers ....................................................................................................... 19 12. Altimeter Setting........................................................................................................................... 19

Automatic Altimeter Setting........................................................................................................................... 19 13. G Meter ........................................................................................................................................ 20 14. VSI – Vertical Speed Indicator ..................................................................................................... 20 15. Altitude Trend............................................................................................................................... 20 16. Altitude ......................................................................................................................................... 20

Altimeter Bug and Alert ................................................................................................................................. 20 17, 18 – Horizon Line and Aircraft Wings .......................................................................................... 21 19. Estimated Height Above Terrain .................................................................................................. 21 20. Pitch Angle................................................................................................................................... 21 Attitude Failure Modes ....................................................................................................................... 23

EHSI - ELECTRONIC HORIZONTAL SITUATION INDICATOR.................................................25 1. Slaved Compass............................................................................................................................ 25 2. Two Engine Gauges. ..................................................................................................................... 25 3. Glide Slope .................................................................................................................................... 26 4. Mode .............................................................................................................................................. 26 5. Wind Speed & Direction................................................................................................................. 26 6. Ground Track ................................................................................................................................. 26 7. Heading Bug .................................................................................................................................. 26 8. Next GPS Waypoint ....................................................................................................................... 27 9. Distance to Waypoint ..................................................................................................................... 27 10. CRS to Waypoint. ........................................................................................................................ 27 11. Time to Waypoint ......................................................................................................................... 27 12. CDI (Course Deviation Indicator) ................................................................................................ 27 13. Virtual VOR. ................................................................................................................................. 27 14. Course Selector ........................................................................................................................... 28 15. GPS Lat/Lon ................................................................................................................................ 28 Course Selector and CDI (Course Deviation Indicator) ..................................................................... 28 Course Selector, CDI and Glideslope................................................................................................ 28 Magnetometer Failure........................................................................................................................ 29

MOVING MAP ...............................................................................................................31 VFR Chart Type ................................................................................................................................. 31 VFR Detail Chart Type....................................................................................................................... 32 Airports Chart Type............................................................................................................................ 32 Airways Chart Type............................................................................................................................ 33 Low IFR Chart Type........................................................................................................................... 33 High IFR Chart Type .......................................................................................................................... 34 Status Bar .......................................................................................................................................... 34

EFIS/ONE BEZEL CONTROLS ........................................................................................35 Bezel Controls.................................................................................................................................... 35

ENGINE GAUGES ..........................................................................................................37 Engine Gauge Overview .................................................................................................................... 37 How To Read The Gauges ................................................................................................................ 38

AUTOPILOT PAGE – AP BUTTON ....................................................................................39 Engage Checkbox.............................................................................................................................. 39 Nav source......................................................................................................................................... 40

Heading Bug ................................................................................................................................................. 40 Course Bug................................................................................................................................................... 40 External VOR – External Radio Navigation using VORs or External GPS.................................................... 40 ILS – ILS Localizer and Glideslope............................................................................................................... 40 LOC – Localizer ........................................................................................................................................... 40

LOC BCRS – Localizer Back Course............................................................................................................ 41 Virtual VOR................................................................................................................................................... 41 GPS – Use internal GPS flight plan .............................................................................................................. 42

Altitude Engage.................................................................................................................................. 42 Altitude ............................................................................................................................................... 42

Altitude Bug................................................................................................................................................... 42 VNAV ............................................................................................................................................................ 43

Hold Button ........................................................................................................................................ 43 CHECKLIST SCREEN – CKL BUTTON ..............................................................................44 FLIGHT PLAN SCREEN – FLT BUTTON ............................................................................46

Current Waypoint ............................................................................................................................... 46 Runways ............................................................................................................................................ 46 Com Freqs ......................................................................................................................................... 47 Flight Service ..................................................................................................................................... 47 VOR ................................................................................................................................................... 47

Nearest ......................................................................................................................................................... 48 Clear ............................................................................................................................................................. 48

Flight Plan .......................................................................................................................................... 48 Entering Waypoints....................................................................................................................................... 49 Add ............................................................................................................................................................... 49 Insert............................................................................................................................................................. 49 Clear ............................................................................................................................................................. 49 Clear All ........................................................................................................................................................ 49 Direct To ....................................................................................................................................................... 49

Nearest Airports ................................................................................................................................. 50 SETTINGS SCREEN – SET BUTTON................................................................................52

Fast Erect........................................................................................................................................... 52 Set Level ............................................................................................................................................ 52 Altimeter ............................................................................................................................................. 53

Altimeter Setting............................................................................................................................................ 53 Altimeter Setting Units .................................................................................................................................. 53

Chart Type ......................................................................................................................................... 53 Chart Scale. .................................................................................................................................................. 53 Chart Orientation........................................................................................................................................... 53

ADI Mode ........................................................................................................................................... 54 ADI Mode set to Terrain................................................................................................................................ 54 ADI Mode set to Standard............................................................................................................................. 55

Fuel Computer ................................................................................................................................... 56 Fuel Onboard ............................................................................................................................................... 56 Saving Fuel Onboard .................................................................................................................................... 56 Fuel burn rate................................................................................................................................................ 56 Fuel Endurance............................................................................................................................................. 56 Fuel at waypoint............................................................................................................................................ 56

Max G................................................................................................................................................. 57 OAT.................................................................................................................................................... 57 Density Altitude .................................................................................................................................. 57 Save Flight Log .................................................................................................................................. 57

FLIGHT RECORDER .......................................................................................................58 EXAMPLE FLIGHT LOG FILE. ..........................................................................................59 DOWNLOADING DATA TO A COMPUTER ..........................................................................60

Using the FTP Client in Windows ...................................................................................................... 60 Using CuteFTP Interface ................................................................................................................... 61 Using Other FTP Clients .................................................................................................................... 63

PILOT NOTES: ..............................................................................................................64

Pilot’s Guide Page 1 of 65

LIMITED WARRANTY Blue Mountain Avionics LLC (hereinafter referred to as “BMA”) provides the following limited warranty. If you should have any questions, please contact the avionics dealer that sold you the BMA product or contact BMA directly. If during the one (1) year period from the date of original shipment from BMA, your BMA Product is found on authorized inspection to have a defect in material or workmanship, BMA or an authorized representative will repair such defect or replace the defective unit without charge for parts or labor. Routine maintenance work and the results of normal wear are not covered by this warranty except as noted. BMA reserves the right to utilize reconditioned subassemblies as warranty replacements in the repair of the product. In the event BMA determines that the unit cannot be repaired, BMA will replace the defective unit with either the same model product or one that is reasonably equivalent. At BMA’s discretion, replacement units or repaired units may include software or hardware updates and revisions that alter some characteristics of the product. Should warranty service be required, the warranty period will be extended by the number of days that elapse between the date a defect is reported and the date that the repaired unit is returned. BMA assumes no responsibility for payment of any repair services performed by third parties including removal of the unit from the aircraft, inspection, packaging, handling, or installation unless such services are authorized in advance and in writing by BMA. BMA reserves the right to make changes, upgrades, and improvements to its products without incurring any obligation to install such changes, upgrades, and improvements in previously manufactured products. If during the warranty period, title to the aircraft in which the product is installed is transferred the remainder of the warranty may be transferred to the new owner by notifying BMA in writing of the transaction. Such notification must include complete address information for the original owner and the new owner as well as the N number and serial number of the aircraft and the serial number of the BMA product. Please contact BMA directly if you have any questions regarding the BMA limited warranty. This limited warranty is the only warranty which BMA makes with respect to your BMA Products. BMA disclaims all other warranties relating to the product including warranties of merchantability and fitness for a particular use. In any event, BMA shall not be liable for any incidental or consequential damages. Some states do not allow the exclusion or limitation of incidental or consequential damages and some states do not allow limitations on how long an implied warranty may last; therefore, the above limitations or exclusions may not apply to you. This warranty gives you specific legal rights. You may also have other rights that vary from state to state. In the event any of the provisions of this warranty are found by statute or by applicable administrative or judicial entity to be unenforceable, the remaining provisions shall remain in force.

RESPONSIBILITIES OF BUYER

Please read the Pilot’s Guide of your BMA Product and the equipment to which it is connected. The information provided in your Pilot’s Guide covers operation and safety precautions. This warranty does NOT cover expenses incurred due to a lack of understanding of the functioning of the product when it is operating as designed. In order for BMA to provide proper warranty service, you may be required to: Supply proof of purchase documents, permit BMA or an authorized representative to provide the applicable warranty service during normal business hours, retain and provide to BMA (upon request) any documentation of the installation of the product in your aircraft, provide BMA with all pertinent information regarding the symptoms, failure, or defect initiating the request for warranty service.

EXCLUSIONS

This warranty does not cover the following; failures that are the result of improper installation, maintenance, or repair, failures that result from neglect, abnormal acceleration or deceleration, shock, modification, accidental damage, theft, vandalism, or exposure to extremes in temperature or relative humidity, radio frequency interference generated by equipment operated in violation of applicable FCC rules. All product or material returned to BMA must be properly packed and labeled with a Returned Material Authorization (RMA) number.

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Need Help?

If you are experiencing difficulties, we recommend that you: ü Read all documentation provided with your EFIS/One flight system.

ü Read all documentation that has been provided as part of an update.

ü Check our web site for latest revisions of the manual. This can be found in the Support section.

ü After you are familiar with the documentation, please call us 719 574 2613 or email

[email protected] Our office hours are 8:30am to 5:30pm Mountain Standard Time, Monday to Friday. Many times, you can get after hours help using email or by visiting our Discussion Group on our web site at www.bluemountainavionics.com. Our fax number is 719 623 0639.

Safety Considerations Although your EFIS/One is a reliable system, it can and probably will fail at some point. Make sure you fly safe and always have an alternative form of instrumentation, especially for flight into IMC conditions. Flight into IMC or during night can result in serious injury or death if the EFIS/One system should fail and you do not have appropriate backup instruments. A two screen, single processor EFIS/One installation is not considered sufficient backup for IMC operations, as the failure of the processor will cause the failure of both screens. Dual processors, such as an EFIS/One and EFIS/Lite, each with its own display provides far better redundancy but is still susceptible to errors causing the failure to both systems. IFR flight is a serious business – have two ways of doing everything critical to flight safety. The EFIS/One has not been certified under the FAA certification procedures. Please fly safe and have fun.


Pilot’s Guide

Quick Start We realize that with the purchase of a new and exciting product like the EFIS One, you probably want to get started flying right away. So here’s a quick reference to get you going. Please don’t completely ignore the rest of this manual, however, as your EFIS One has a multitude of features and functions which you should not be without. We have packed as much stuff into this instrument as we possibly could, and we want you to get the very most out of it. Controls

The EFIS One display bezel, pictured here, gives you access to a wealth of information about your aircraft and your flight. The Electronic Attitude Direction Indicator, or ADI, (upper left corner) completely replaces the traditional “six-pack” of flight instruments in addition to displaying much more information, all at a glance. The Electronic Horizontal Situation Indicator, or HSI (lower left corner) provides a wealth of navigational information packed into an intuitive and organized display. The entire right half of the EFIS One display is a multi-function screen. One of 6 user-selected moving map displays will always appear here, and at the single touch of a button the pilot can call up any of 5 additional screens showing engine gauges (push the small knob in the lower right hand corner), navigation settings (touch the AP button), aircraft checklists (touch the CKL button), flight planning (touch the FLT button) and general settings (touch the SET button).


Controls Overview Here’s a list of the controls and what they do: The knob in the upper right hand corner adjusts the screen brightness. The AP button brings up the autopilot screen. This screen is where you:

§ Select the navigation mode § Turn the autopilot on and off § Set the altitude selector § Set the vertical speed

The CKL button brings up your customized check list screen. The FLT button brings up the Flight Plan screen. This screen is where you:

§ Get information about your current destination airport, including runways and frequencies § Select a waypoint to fly to § Create and edit your flight plan § Find the nearest airport, four are shown automatically § Find the nearest VOR

The SET button brings up the Settings screen. This screen is where you:

§ Select and configure the chart type in the moving map § Set the altimeter § Set altitude bugs § Turn the synthetic terrain in the ADI on and off § Re-set the AHRS system § Level the ADI § Set and monitor fuel amount and burn

When no call up screen is displayed

§ Turn the outer knob to set the heading bug on the HSI § Turn the inner knob to set the OBS (Omni Bearing Selector) on the HSI § Push the inner knob to display Engine Instruments.

When a call up screen is displayed (one of the four one-touch buttons)

§ Turn the outer knob to scroll between fields on the screen. § Turn the inner knob to change values in the current field. § Push the inner knob to select a field or value.

To dismiss any screen, touch the same screen button again. Touching a different screen button will dismiss the previous screen and display the new screen. How easy was that!


A Typical Flight Here’s a walk-through of a typical flight in an airplane and how the EFIS may be used to accomplish the flight.

Checklists Power the EFIS One up and allow it to go through its’ wake-up steps and system checks. This should take about 30 seconds or so. When the display looks something like the picture on the cover of this manual, it’s ready to go. One touch of the CKL button will bring up the Checklists page. Turn the lower right hand outer knob to select the desired checklist. Once the dot is in the circle next to the checklist you want to see, push the inner knob. This brings up the pre-flight checklist. Pushing the inner knob puts a check mark next to the item. If you want to skip a check list item, but come back to it later, simply turn the outer knob to bypass the item, and it won’t get a check mark. You’ve checked the fuel visually and you know you have full tanks. Before you start the engine, touch the SET button, turn the outer knob until the “Fuel Onboard” button is highlighted, and push the inner knob. Verify that the instant fuel sense has put the correct amount of fuel in the window.

Startup Leave the EFIS One on for engine startup (if the system has been installed with a separate power source for the EFIS/One). You’ll need it to monitor the engine gauges as the engine comes to life so push the inner knob. Once the engine is running fine, touch the FLT button and add your airport to the flight plan as the first waypoint. Now the communication frequencies for this airport are shown. If you have a radio that supports a serial interface (UPS SL30 for example), simply push the inner knob to automatically tune your radio to the selected frequency. Once you have listened to the ATIS, touch the SET button to make certain the altimeter has been set correctly. As long as you’re within 3 miles of an airport, EFIS/One will set the altimeter to field elevation for that airport on startup.

Clearance Time to get your clearance. We’re going IFR from Centennial airport in Denver to Aspen, Colorado. The flight should take about 35 minutes at 180 knots. Our clearance is Direct CONNR, join the Rockies 3 departure Red Table transition, DBL, direct. Climb and maintain 10,000, expect 17,000 ten minutes after departure. OK, so now touch the FLT button again, and scroll down to add a waypoint – CONNR. Push the inner knob. CONNR is our first waypoint. Select add again, and enter DBL. This is the Red Table VOR. The 3rd waypoint will be Aspen Airport, KASE. Flight plan entered.

Taxi Bring up the Before Taxi Checklist. Everything is looking good for our flight. Time to taxi. On our way down taxiway Alpha to runway 35R, we check the magnetic heading against the taxiway centerline, just to be sure. 167 degrees, right on the money. Call up the Before Takeoff checklist. Run the engine up, cycle the prop, everything is in order. Set the AP to Heading Bug, the climb rate to indicated airspeed of 120 Knots, and the altitude selector to 10,000. Scroll the heading bug around to a heading of 347 degrees. Ready for takeoff.


Take Off The take off clearance is to maintain runway heading, climb to 10,000. Push the inner knob to call up the engine gauges for takeoff. Take the runway, add power up to max and we’re rolling. Rotate, get the gear up, trim for climb at 120 knots. Touch the AP button and engage the autopilot. Tower says to contact Denver Departure. We’re in the clouds now, the autopilot is climbing at 120 knots, and we’re climbing at about 1,300 feet per minute. This airplane doesn’t climb as well at 6,000 feet as it does at sea level! Denver Departure tells us to turn left heading 320, climb and maintain 14,000. Turn the heading bug left to heading 320, and the airplane begins a bank to the left. The Autopilot page is still up, so select the altitude of 14,000. No change in anything since we’re still climbing below 10,000. Time to turn on the oxygen since we’re going to climb to over 12,500. Denver calls us and says to intercept the DEN 251 on this heading. DEN is 117.9, so enter that into your SL30. It automatically pops up on the EFIS/One HSI (requires serial interface) and tells us that we’re currently on the 230 degree radial. Touch the AP button to dismiss the autopilot screen, so that the knobs will become active for the HSI. Turn the inner knob to change the CDI to 251. The autopilot is still flying the heading bug. Touch the AP button and select Ext NAV. The autopilot will now fly the heading bug until the external nav course comes alive, at which time it will turn to intercept the nav course. We’re almost to 14,000 now, Denver tells us to climb and maintain 17,000. Set it in the altitude selector. We’ve popped up through the tops now, it’s really bright up here! We can see that when we turn to the West, we’ll be back in the clouds once we’re over the mountains. No problem. We’ve got the highest resolution terrain display there is. And if we do get into trouble, the nearest airport is only one button click away. The engine is running fine, and we’ve got enough fuel to make this trip 6 times. The DEN 251 is coming up, and we’re climbing through 16,000. The autopilot switches over to fly the new course, turning us to the left exactly onto the DEN 251 radial. Denver Departure switches us over to Denver Center. We check in with Center, and they clear us direct DBL once reaching 17,000. Touch the FLT button, and make sure CONNR intersection is the highlighted waypoint. Scroll the outer knob to highlight “Clear” and push the inner knob. CONNR goes away. Now DBL VOR is the first waypoint, and it is highlighted. We’re coming up to 17,000 feet now, the airplane is leveling off, and the airspeed is increasing. Let’s turn off the autopilot for just a minute and hand fly. Trim the airplane for cruise flight and pull the power back for cruise power. Once it’s trimmed up, engage the autopilot again, and then select GPS. It’s already got DBL as the first waypoint, so now we’re direct DBL, level at 17,000. We’re back in the clouds again, and we can see that we’re over the Front Range of the Rocky Mountains. The terrain behind the ADI is pretty far below us, but we can still see it clearly on the display. And the moving map display has no more red in it, that’s a good thing. We can change the range on the moving map out to 64 miles, can’t quite see the Red Table VOR yet. But wow, look at all those mountains! The Continental Divide is pretty easy to see on this map, the highest mountains form an almost straight line from North to South. We certainly don’t want any problems up here, but if they come, the EFIS/One’s ability to draw the terrain so well will come in mighty handy. And there are enough airports along the way we should be able to make of them.

Cruise It’s time for the Cruise checklist. Complete. Check the engine gauges, everything looks nominal. We don’t have to monitor the engine gauges, EFIS/One does that for us. If anything starts to go out of tolerance, EFIS/One will automatically pop up the engine gauges screen, and the offending gauge will be flashing at us. Denver Center calls us with a new altimeter setting, so touch the SET button and put the new setting in. The new setting puts us 80 feet low, and the autopilot has already begun correcting. Touching the SET button, we check on our fuel burn and endurance. EFIS/One shows we can continue flying like this for 3 more hours. Now touch the FLT button and let’s see where the nearest airport is. The


first one on the list is Leadville, KLXV, the highest airport in North America! Leadville’s field elevation is 9,927 feet above sea level. It’s currently 9.6 miles away, we could make it from here easily. We should be in range to pick up Aspen ATIS now, so touch the FLT button. Roll the outer knob until KASE is highlighted, and push the inner knob. This brings up Aspen Pitkin County Airport in the top of the screen. All the comm. frequencies are listed, as well as runways and the flight service frequencies. Scroll through the comm. freq’s until ATIS comes up, 120.4. Ok, got it. The ceiling is 3,000 overcast, wind variable. They’re using the VOR DME or GPS-C approach. That’s a fun one. 4 step downs from 14,000 to minimums at 10,200, all in less than 11 miles. And 10,200 puts us 2,380 feet above the runway. If you don’t see the runway from at least 3 miles out, you can know for sure you’ll have to circle. Not that we’re going to lose sight of the runway while we’re circling, but it’s really nice to have the synthetic terrain, just in case.

Approach We’re going to use the CNX80 for this approach, since it’s IFR certified. The autopilot is flying by Virtual VOR, so we can set up the CNX80 without fear of interrupting anything. Once the approach is set up in the CNX80 GPS, we’ll wait until we are being vectored in for the approach to select it for navigation. Now would be a good time to run a descent checklist, and brief the approach. Everything looks good. Denver Center hands us off to Aspen approach. They tell us to turn right heading 280, descend and maintain 15,000. Touch the AP button and select Heading bug for navigation. The heading bug pops up on our current heading. Turn the outer knob to 280. Now set 15,000 in the altitude selector, but you’ll want to change the climb/descent rate to 1,000 feet per minute. We don’t want to try to maintain 120 knots in our descent. Highlight “engage” with the outer knob, then push the inner knob. Down we go. Pull the power back for descent. Aspen approach tells us to descend and maintain 14,000, turn left heading 190 and intercept the final approach course. We’re cleared for the approach. Set the altitude, engage. Turn the outer knob left to 190. Better slow her down a bit more, this is a steep approach. Now that we’re on heading 190, select External Nav for the autopilot, and engage it. The autopilot will now follow the GPS plan in the CNX80. Again, the autopilot will stay on heading until the course deviation needle comes alive. We can see the Red Table VOR on the moving map display, and Aspen beyond it. The needle in the HSI starts to move in from the right, and the autopilot begins a turn to the left to intercept the course. The first step down is at the VOR, we can descend to 13,100. Put that in the altitude selector, but don’t hit engage yet. Nothing but white outside, but the EFIS/One display clearly shows the terrain around and below us. It’s almost like being VFR. Aspen Approach hands us off to Aspen Tower, and they clear us to land on 15. As we approach the DBL VOR, engage the altitude selector. And let’s put out some flaps so we don’t pick up too much speed. The lower right hand corner of the ADI shows us 2,000 feet above the ground, but that’s because we’re over flying a ridgeline. 3 miles to the next step down. The CNX80 flashes just before we reach each fix, so that’s a good time to set the new altitude. The next step down is 12,200, so let’s set that. The mountains on 3 sides of us are showing red now in the moving map. Engage the altitude at ALLIX, our next step down. Airspeed is good, but we barely made the last altitude before we reached the fix, so let’s increase our rate of descent to 1200 feet per minute. At ALLIX we’re 6.4 miles from the runway, and 4,380 feet above it. Still in the clouds, but we’re right on course, and the terrain behind the ADI shows us we’re looking good. Crossing ALLIX we engage the next altitude of 10,800 and begin the next step down. We’re probably not going to see the runway until the last step down. We can see the ground below us now, and it matches what’s in our EFIS/One. The last step down fix is 9.5 DME from the VOR, and we set the altitude selector to 10,200. Engage, and descend once more. The runway comes into view, but we’re only about 2 miles from it, and we’re half a mile above it. Better circle around once for descent. Tell the Tower we’re circling to 15. Hit the autopilot disconnect, and hand fly it right over the runway. Then make a left turn into the


open valley. The mountains are red in every quadrant now in the EFIS/One, but we can monitor our distance easily.

Landing Left downwind now, let’s drop the gear and run final landing checks. As we turn base, keeping the runway in sight, the redness grows in the moving map, getting closer to us all around. The terrain behind the ADI looks just like the terrain outside the window now. The ADI shows us 700 feet above the ground. Turning final, the approach lights line us up, we’ve got a 500 FPM descent going, and the runway looks good. Nice Landing!

Shutdown After landing checklist, engine shutdown checklist both done. Before shutting the EFIS/One down, let’s call up the SET page one more time. This will save the fuel amount for when we head back to Denver later today. While we have the settings page up, let’s also save the Flight Log. It’s always fun to be able to “replay” the flight to your friends. Welcome to Aspen!


EFIS/One System Component Overview The EFIS/One system is comprised of six individual components. Since many of these components are used to sense the aircraft’s attitude, it is imperative that they are installed correctly. The installation guidelines in the EFIS/One Installation manual must be adhered to for proper operation. Whether you installed the system yourself or not, as a pilot, it is recommended that you be familiar with the components of the system as it may be necessary to check for proper installation if operational problems are encountered. The six EFIS/One system components are:

EFIS/One processor

The EFIS/One processor contains all the hardware, sensors and software, which enable it to perform the functions described in this Pilot’s Guide. The unit must be mounted close to level (within 10 degrees) when the aircraft is in level flight and with its connectors facing the left wing.

Display and Controls The EFIS/One processor supports up to two digital displays. Each display contains four control buttons and three control knobs on the right side of the display bezel. These displays are high quality transflective displays specifically designed for readability in sunlight. The upper control knob is for brightness. The four buttons control, from top to bottom

• AP – Autopilot • CKL – Check Lists • FLT – Flight Planning • SET – Settings

The functionality of each button and knob is described in further details later in this guide.


Honeywell Magnetometer

The Magnetometer is similar to a conventional flux gate. It senses the earth’s magnetic lines of flux and coverts this to a heading. It must be mounted in the aircraft as level as practicable with the label on top and the X arrow parallel to the aircraft’s longitudinal axis. Great care must also be taken to mount this sensor away from magnetic interference. Improper mounting of the sensor will cause incorrect heading information. It may not read correctly inside buildings containing steel or while on concrete which has rebar in it!

DVD drive

There have been several different models of DVD or CD drive shipped with the EFIS/One system. Currently the drive is only used to update the internal memory of the EFIS/One processor and is not used during flight. If you have a system that reads from the drive during flight (for map and chart data) it can be upgraded to work more reliably using internal FLASH media. Please contact us for further information.

GPS antenna

The EFIS/One is shipped with this small GPS antenna. It should be mounted on your aircraft with a clear view of the sky and with the label facing the ground. From above the aircraft, the antenna should look like the picture on the left. The magnets on the bottom of the antenna are optional and may be removed if not used in a permanent installation.


Programming keyboard

The programming keyboard is used for setup purposes and is not needed during normal flight operations. It is small and is recommended that you store it in the aircraft in case it is needed during a trip away from home base. The keyboard can be used to simulate the bezel controls. Use the following keys while running the EFIS/One with the programming keyboard plugged in.

NOTE: Do not use the bezel controls while the programming keyboard is plugged in. It will cause the bezel and/or keyboard to operate erratically.

Keyboard Functions:

Programming Keyboard Bezel Button/Knob 1 AP 2 CKL 3 FLT 4 SET

Left Arrow Outer Knob Left Right Arrow Outer Knob Right

Up Arrow Inner Knob Left Down Arrow Inner Knob Right

Enter Inner Knob Push


EFIS/One Operation

Display Element Overview Once the EFIS/One is powered on and has initialized the primary flight display (PFD) will look something like the image below. The PFD is broken into three main display areas.

• The Electronic Attitude Indicator – EADI • The Electronic Horizontal Situation Indicator – EHSI • The Moving Map (This is also where the call-up screens will appear.)

The EADI and EHSI are always visible and will not be obscured with any other type of information. The moving map portion of the screen has multiple purposes. This section can have different overlays appear on top of the map for either the display of engine gauges or control menus. The next screen image shows the display with engine gauges on top of the map.


Please note that the images shown in this guide were not all taken during flight and the data shown is for example purposes. Some illustrations will show different situations than others and data may conflict with actual depiction.


EADI - The Electronic Attitude and Direction Indicator

As you can see the Electronic ADI replaces many conventional instruments and combines them all into a single electronic format. This significantly reduces instrument scanning and thereby the pilot’s work load. Starting from the bottom left of the ADI display and moving clockwise, the various information readouts are described. The ADI displayed above is shown with the 3D terrain background providing a synthetic vision of the world outside the cockpit. The United States area has the highest resolution data available for terrain (shown here). Countries outside the US may have a lower resolution for terrain data and the detail may not be as clear as shown. Any terrain shown in red is terrain that is within 200 ft of your altitude and higher. A more traditional view of blue over brown can also be chosen in the Settings Page.


1. Slip/Skid Indicator The ball operates just like the conventional “ball in kerosene” found in most aircraft. Step on the ball to center it and correct the slipping/skidding turn.

2. GPS Ground Speed Once the aircraft is moving and is receiving a good GPS signal, the ground speed will be shown and is displayed in knots. If ground speed stays at zero, you probably do not have a good GPS signal. Refer to the Lat/Lon section under the Electronic HSI heading.

3. Speed Ribbons

As your speed increases, the colored speed ribbons will be shown. For ribbons to be displayed, the correct information for your aircraft should have been entered during the installation process under the Setup Option. If it has not, the various V speeds and colored ribbons will not be present.

The following colored ribbons are shown, if defined.

White Arc – Vs0 to Vfe Green Arc – Vs1 to Va Yellow Arc – Va to Vne Red Arc – Vne and above

The EFIS/One is shipped with the Airspeed calibrated in knots. Although it can be recalibrated to miles per hour, it is not recommended as other speeds such as ground speed are in knots and cannot be changed.

4. Indicated Air Speed IAS The airspeed indicator consists of two parts; a scrolling tape, and a boxed number showing the current indicated air speed. This format gives both a moving visual reference as well as a discrete number. V speeds are marked in yellow along the tape as it moves as long as they have been entered during the setup and installation phase.

5. AOA Indicator This will indicate the Angle of Attack. Currently not implemented. The system uses pressure ports in the upper and lower wing surface to calculate angle of attack.


6. Airspeed Trend

When your air speed increases or decreases, the pink trend line will extend from the centerline to indicate the air speed that you will be at in 10 seconds at the current rate of change. This type of indication can be very useful to precisely hit a targeted speed.

7. True Air Speed TAS True Airspeed is computed automatically from IAS and outside air temperature (OAT). The OAT must be installed and functional to get correct TAS reading. The OAT can be displayed by selecting the Settings Menu.

8. AP Annunciations The Autopilot can be driven by a variety of navigational sources and bugs. This area of the EADI is used to show the currently selected mode driving the autopilot or flight

director. If the autopilot is engaged (See Autopilot section) the word “Autopilot” is displayed above the AP Mode. NOTE: If the Mode flag, such as GPS, Vir VOR or Ext Nav is flashing, it indicates that the source is not valid. DO NOT LEAVE THE AUTOPILOT ON IN THIS STATE. Perhaps you have lost the GPS signal, or don’t have the Nav radio tuned to the correct frequency. The following AP modes are available:

HDG – Heading Bug mode

The autopilot will use the heading bug on the EHSI for lateral navigation. Rotate the outer knob on the bezel to change the heading bug.

CRS – Course Bug Mode

The autopilot will use the course bug on the EHSI to fly a given course. This may be new to some pilots! A Course Bug is simply a heading bug corrected for wind. In other words, it determines the aircraft’s track across the ground regardless of the wind conditions. A heading bug only points the nose of the aircraft at a specific heading and does not take drift into account. NOTE: Be aware that, in the case of a crosswind, the nose of the aircraft will be pointed somewhat into the wind and not to the selected course. The aircraft is flying a ground course, not a heading. Rotate the outer knob on the bezel to change the course bug. A Course Line will be shown on top of the map showing will the aircraft will be in 10 (or whatever was set during installation) minutes.

Ext VOR – External Radio Navigation

Selecting this mode instructs the autopilot to use the information provided by an external radio receiver. The receiver must be connected and calibrated, during installation, to the EFIS/One processor for this feature to correctly work. If the Nav receiver is tuned to a VOR, a CDI (Course


Deviation Indicator) will be shown in the EHSI and the autopilot will intersect the selected radial and fly that course. If the Nav receiver is a GPS receiver with flight planning, the EFIS One autopilot will fly the course based upon tracking information (left or right of course) from the selected flight plan and the aircraft’s position. If the Nav receiver is tuned to an ILS/LOC the autopilot can intercept both the localizer and glide path to fly the ILS. NOTE: When flying an ILS, the EFIS One autopilot will follow the glideslope in descent, but as with any autopilot, vigilance must be maintained for airspeed and descent minimums.

Note: The EHSI in the EFIS/One does not currently include the synchro/resolver hardware necessary to select an OBS radial when using the External Navigation mode. A remote OBS selector is required for this task. Some modern radios allow OBS selection from the radio without the remote OBS head. With modern Nav Radios, such as those made by Garmin or UPS, a serial cable can be installed between the radio and the EFIS/One which will provide full HSI functionality, including OBS selection. If you have one of these radios we recommend the installation of the serial link. Please check our web site for details about interfacing to your radio.

Vir VOR – Virtual VOR

This feature tells the Autopilot to fly via Virtual VOR indication. The Virtual VOR capability is explained in the “Autopilot Page” section of the manual. Briefly, this mode uses GPS to simulate the Nav receiver and navigation using a VOR. Any VOR can be selected, regardless of distance. The EHSI will show a deviation needle, selected OBS and TO/FROM flags just as it would if using the external navigation mode and a Nav radio. Rotate the inner knob on the bezel to adjust the required OBS setting.

GPS – Use internal GPS flight plan

This mode commands the autopilot system to follow the list of GPS fixes assigned in the GPS flight plan. The autopilot can only follow these fixes if a valid GPS signal is being received. When GPS mode is selected, the flight plan will be displayed on the moving map in the form of a green line.

ILS – Navigation using the LOC/GS signals

The HSI will display both the glide slope and localizer signals being received from your Nav receiver. The autopilot will fly the heading bug until the localizer is intercepted and then turn to fly the localizer.

Localizer – Localizer

The HSI will display the Localizer signal being received from your Nav receiver. This is similar to an ILS without the Glideslope information. The autopilot will fly the heading bug until the localizer is intercepted and then turn to fly the localizer course indicated by the top of the arrow and OBS selection.

LOC BCRS – Navigation using the localizer back course

The HSI will display the localizer back course signals being received from your Nav receiver. Use this mode for flying a back course localizer. The autopilot will fly the heading bug until the back course localizer is intercepted and then turn to fly the localizer back course.


9. Bank Angle As the aircraft is rolled into a bank the white sky pointer (white triangle) moves to indicate at what bank angle the plane is flying. Each black dot is 10 degrees, the first black bar is 30 degrees and the last is 45 degrees of bank. The yellow bars indicate

standard rate of turn (3 degrees per second), and will move in or out based upon current airspeed.

10. Magnetic Heading

The EFIS/One uses a remotely mounted magnetic sensor to determine your current magnetic heading. This heading is shown at the top of the EFIS/One ADI display. The magnetometer is very sensitive and must be installed in the aircraft correctly (see Installation Manual) to provide accurate results. Also, nearby steel from hangars and even rebar in the concrete below the

aircraft can have an effect on the reading. NOTE: This is a very sensitive instrument. Comparing electronic heading to a wet compass is not a bad idea, but in order to ensure precise operation we recommend using a compass rose to calibrate it, and then comparing indicated heading to a runway centerline (Use the EXACT runway heading from instrument charts or an AFD and NOT the runway number!) or similar ground reference. Ground track on a windless day is another good example.

11. Standard Rate Turn Markers

On the bank angle indicator, there are two yellow lines that indicate the bank angle required to make a standard rate turn. The two lines move farther apart as your airspeed

increases.

12. Altimeter Setting

Altimeter settings may be adjusted on the Settings menu and may be input in Feet MSL, Inches Hg or Millibars. Current Altimeter setting is displayed above the Altimeter tape.

The example shows 29.92 Inches Hg, which is the default unit. Altimeter settings in feet would read ‘ft’, settings in Millibars would read ‘mB’. The example shows the aircraft at 9860 Feet MSL.

NOTE: An improperly set altimeter or improperly selected unit of measure will result in an erroneous altitude display. The terrain awareness feature (the RED terrain) in the moving map and the synthetic terrain behind the ADI is based upon your current indicated altitude, and therefore depends upon this setting being correct.

Automatic Altimeter Setting

After powering on the EFIS/One and initial GPS signal acquisition, the EFIS/One will set your altimeter in Inches Hg based on the field elevation of the airport you are on. In the event you are more than 3nm from the airport reference point, your altimeter setting will be set to the last setting entered.


13. G Meter As you fly the EFIS/One is constantly monitoring acceleration force through the vertical axis of the aircraft (G’s). When sitting on the ground and not in motion, the meter should read 1.0G. The minimum and maximum G forces are saved and can be viewed and reset in the Settings page.

14. VSI – Vertical Speed Indicator The aircraft’s vertical speed is shown, in feet/min, as a black bar just to the left of the altimeter tape. The bar extends from the centerline up or down to indicate climb or descent. A digital read out at the end of the bar provides the current VSI reading. The example shows 600ft/min climb.

15. Altitude Trend The pink bar shown just left of the altitude tape predicts the aircraft’s altitude within the next ten seconds. It has a time constant of 10 seconds and is much faster to respond than the VSI. The VSI trend indicator is useful for finding thermals and for making trim adjustments at cruise.

16. Altitude

The Altimeter is another moving tape with a central box indicating the current altitude in tens of feet MSL. A magenta bar appears to the left of the tape indicating 10 second trend. This bar, like the one on the ASI, shows what the instrument will read in 10 seconds if nothing changes. The time constant for the VSI is 60 seconds so the display indicates vertical speed in feet per minute. The VSI Trend next to the Altimeter tape has a time

constant of 10 seconds and is much faster to respond. .

Altimeter Bug and Alert

A bug may be placed from the Settings menu to bracket an altitude on the tape. This appears as a yellow shaded area around the chosen Altitude. If you fly outside the bug’s limits (+/- 100 feet) the yellow crosshatched area will flash to alert you. The example to the left shows the aircraft within 30 feet of the selected altitude of 3,600. This feature is useful for setting decision height reminders.


17, 18 – Horizon Line and Aircraft Wings

To fly the aircraft straight and level, line up the Aircraft Wings with the horizon line. If you are displaying terrain in the background, there may be blue sky below the horizon line (as shown) even when the aircraft is level. Terrain behind the ADI is only drawn from your current position to 10 miles out.

If you prefer, go to the settings page and change the ADI Mode to “Standard” to get a blue sky over brown ground type depiction.

19. Estimated Height Above Terrain

The EFIS/One determines the aircraft position on the terrain using the Latitude and Longitude information provided by the internal GPS receiver. Using this data, a database of terrain is interrogated to determine the height of the terrain directly below your position. This height is then subtracted from the current altimeter reading to determine the height above terrain.

NOTE: This feature is intended for guidance only and should not be used in lieu of an actual radar altimeter. Changing the altimeter setting or altimeter unit of measure will change this value.

Additionally, the red bar is shown to the right of the altimeter tape indicates the estimated ground elevation.

20. Pitch Angle

As the aircraft is pitched up or down the pitch ladder is used to determine the angle. There are pitch lines in 5 degree (short line) and 10 degree increments. The Pitch ladder will scroll with the pitch of the aircraft.


Flying Electronic Attitude

The EFIS/One Attitude Display is based on electronic inertial sensors instead of a rotating metal mass and as you would expect, flies a little differently. Taking an iron wheel gyro to high pitch angles usually results in a tumble as the gyro spins up inside itself. The EFIS/One uses a solid-state AHRS (Attitude Heading Reference System) which is not affected by flying knife-edge or inverted. It does saturate, and will tell you when it does by showing Re-Erect on screen in the center of the ADI.

Saturation is the inertial equivalent of ‘pegging the needle’. Our AHRS can follow you through maneuvers as fast as 105 degrees/second. If you pitch or roll faster than 105 degrees/second the AHRS will continue to operate but will guess 105 for any rate from 105 to 450+ degrees per second. In short, it’ll come out of the snap roll showing not quite level, and the Re-Erect will be up indicating that you are having just a little too much fun. To clear the Re-Erect flag select the Fast Erect button on the Settings screen. The system will re-erect in just 8 seconds.

Attitude Failure Modes In the event that the AHRS detects an internal failure, it will flag No Attitude in the space where the Re-Erect flag appears. This is your cue to power the system down, or to look to your backup instruments. Failures are rare, but can and do occur. Make sure your backup instrumentation is functioning before proceeding into IMC or night time conditions.


EHSI - Electronic Horizontal Situation Indicator The electronic Directional Gyro/HSI is a 360 degree rotating compass card that indicates magnetic heading, from the magnetometer, has a heading bug and displays other information and course deviation indicators.

1. Slaved Compass

As the aircraft turns the compass rose in the HSI also turns to indicate, at the top below the white arrow, the current magnetic heading. The example shows a heading of 301 degrees. Compensation for turning error is automatically applied as long as the AHRS is available. In the event of a failure in the AHRS, the HSI continues to function as a normal magnetic compass.

2. Two Engine Gauges.

Any two engine gauges can be display in the lower left corner of the display. For piston aircraft, this might be manifold pressure (MP) and RPM. For turbine aircraft, this can be configured to be N1 and EGT/ITT.


3. Glide Slope Glide Slope information for an ILS (Instrument Landing System) approach is displayed to the left of the HSI. If the Navigation Receiver is tuned to an ILS frequency and there is a good Glide Slope signal, the vertical navigation pointer is shown. This depiction shows you are just below the glide slope. The small yellow triangle will point at the smaller circle when you are on the glide slope.

4. Mode This is used in conjunction with the Virtual VOR, External VOR, GPS, ILS, LOC and Loc Back Course modes of the Navigation source found on the AP menu. The Mode will display either:

§ To/From Indication (Ambiguity) § GPS § Vir VOR § Ext VOR § ILS § LOC § LOC BCRS § HDG § CRS

The flag indicates what navigation source is providing deviation information for the HSI needle. As an aid, the needle is also colored to indicate the source.

Needle Color Navigation Source Blue Virtual VOR

Green Internal GPS Flight plan, next waypoint Yellow External Nav Radio either VOR/GS/Loc.

5. Wind Speed & Direction The EFIS/One is constantly calculating the current wind speed (in Knots) and direction. The current magnetic heading, air speed and gps track across the ground are used to compute the direction and speed. The arrow provides a visual depiction of wind direction. A valid GPS

signal must be received.

6. Ground Track The GPS is used to calculate your track across the ground. This usually varies from magnetic heading because of winds.

7. Heading Bug The heading bug is show in yellow and can be moved using the outer knob on the display bezel. Turning slowly moves the bug in 1 degree increments, turning fast move the bug in 10 degree increments. Use the heading bug to remember assigned headings or to direct the Autopilot.


8. Next GPS Waypoint

As you fly your GPS flight plan the current waypoint you are navigating to will be displayed in the upper right corner of the EHSI. The waypoint will flash when you are within 1.5NM of the waypoint.

9. Distance to Waypoint This is the distance, in nautical miles, to the waypoint. Shown above as 8.5 nautical miles to KCOS.

10. CRS to Waypoint. Turn to this heading, 90 degrees in the example, making adjustments for wind, to fly directly to the next waypoint. A good method is to make your ground track “Track” match the “CRS” and you’re flying directly to your waypoint! Alternatively, use the course leader (black line) on the map to see where the aircraft is going. Place the black line, by turning, over the destination airport and that’s where you’ll go.

11. Time to Waypoint Based upon the current ground speed and distance to the next waypoint, the system calculates the time required to reach the next way point.

12. CDI (Course Deviation Indicator) Adjustable by turning the inner knob when setting screen (AP,FLT,CKL or SET) is active, this is your primary means of Radio Navigation. Turn the inner knob to swing the arrow. Line up the arrow with the course you wish to fly, to whatever fix you have selected. The middle part of the deviation indicator moves back and forth to show your position relative to the intended course. If you intend to fly direct to a VOR, for example, on a heading of 360 as shown, the CDI is offset 2 dots to the left, indicating you are 4

degrees to the right of course. (Each dot represents 2 degrees for VOR navigation.) So, you should fly to the left somewhat to get back on course. TIP. When the CDI is displaced left or right, a good rule of thumb is to turn the aircraft towards the middle needle (CDI) until the top of the middle needle is directly beneath the heading pointer. As the middle needle (CDI) swings back into center, turn to keep the top of the needle under the heading pointer, and you’ll wind up with the correct amount of crosswind correction almost automatically.

13. Virtual VOR. The EFIS/One will simulate a Nav radio and OBS selector. The VOR identifier is entered on the flight planning screen (press FLT button). When you first select Virtual VOR mode, the system calculates the required heading to fly direct to the VOR and makes this the current OBS selection. If you need to intercept a radial,


use the inner bezel knob to select the radial. The course deviation indicator functions the same as a conventional HSI, each dot from center representing 2 degrees off course.

14. Course Selector This is a digital readout of the course set by the CDI and is shown in the lower right of the EHSI as a three digit number. As you turn the inner knob to select a course on the CDI, this value will change to reflect the heading selected.

15. GPS Lat/Lon

When the GPS receiver has a good and valid signal, your current Latitude and Longitude are displayed in degrees and minutes of a degree.

Course Selector and CDI (Course Deviation Indicator) If a Nav radio has been installed in the aircraft and has been properly connected to the EFIS/One, the OBS, LOC, or ILS can be displayed and flown either by the pilot or Autopilot. To use this feature, first select the required frequency on your Nav radio. Once you’re certain you’ve got a reliable signal, select the desired mode on the autopilot page; EXT NAV, ILS, LOC or LOC Back Course. This will drive the CDI needle to indicate how far from your intended course you are. NOTE: Changing the course (or OBS) on the EFIS One WILL NOT change the course in your NAV radio unless you are using an approved NAV radio with a serial interface (see Installation Guide and web site for updates). In order for you to be able to change the course or bearing from the EFIS One, you will need to have this feature installed, and adhere to the list of radios the EFIS One will interface with. Please consult our website for the most up-to-date list of NAV radios the EFIS One will interface with. Course Selector, CDI and Glideslope

If a Nav radio has been installed in the aircraft and has been properly connected to the EFIS/One, the OBS, LOC, or ILS can be displayed and flown either by the pilot or Autopilot. To use this feature, first select the required frequency on your Nav radio. Once you’re certain you’ve got a reliable signal, select the desired mode on the autopilot page; EXT NAV, ILS, LOC or LOC Back Course. This will drive the CDI needle to indicate how far from your intended course you are. In the case of flying a Localizer or ILS approach, set the Course Selector (OBS) to your inbound heading. It remains displayed so that the pilot can select the final approach course for situational awareness. The CDI will display course deviation as normal. The glide slope and

localizer needles will then be activated. This example indicates you are half full deflection to the right of the localizer and half full deflection low. If the Autopilot is engaged and the ILS Capture armed, the heading bug will fly you to the localizer and then turn inbound, or to a course of 350 in this example.


NOTE: If you are flying a localizer approach, the glide slope will not be active and the pointer will not be shown. The radio’s navigation flags (Good G/S, Good Loc) are used to determine whether to show the Glide Slope or Localizer information on the EHSI display. The CDI can also be used in conjunction with GPS navigation from the flight plan. Select GPS as the Nav Source on the AP menu. The deviation indication is calculated using track error and course error to provide the optimal course guidance. Magnetometer Failure In the event of a magnetometer failure or cable disconnect, the numbers around the compass rose will not be painted, and the rose will be fixed as shown below:


Moving Map The right half of the EFIS/One display is used to display a moving map or menus. Through the Settings page, various different map types and scales are available. Also, the map can be displayed either as Track Up or North Up. When the system is powered up, the scale will be 24NM, shown in the lower right of the map on the status bar and the orientation will be track up. The following table list what data is display for each Chart Type selected in the Settings Page.

Chart Type

Terrain or Color

Background

Airports and Nav

Aids

Airspace Victor Airways

Jet Routes

Inter- sections

Towers Over 500ft

VFR T • • • VFR Detail T • • • • Airports B • • • Airways B • • • • Low IFR W • • • • High IFR W • • •

T=3D High Resolution Terrain, B=Black, W=White

VFR Chart Type


VFR Detail Chart Type

Airports Chart Type


Airways Chart Type

Low IFR Chart Type


High IFR Chart Type

Status Bar The black area at the bottom of the chart is reserved for status messages and information. The current EFIS/One version displays the Zulu time at the right side. Other information will be added here in later versions. Course leader The map shows a Course line with an estimated end point indicating where you will be in ten minutes. This time can be chosen in Setup.


EFIS/One Bezel Controls

Bezel Controls

All EFIS/One functions can easily be accessed through the use of the four control buttons and two concentric knobs. Each of the four buttons display a function page for the button selected. Push the same button a second time to dismiss the function page. The two concentric knobs change their function based upon what is currently shown on the screen. In the normal flight mode, shown above, the two Selection & Data Entry knobs have the following use:

• Outer Knob – Moves the Heading bug. Turn quickly for 10 degree increments, turn slowly for 1 degree increments.

• Inner Knob – Moves the CDI (Course Deviation Indicator). Turn quickly for 10 degree

increments, turn slowly for 1 degree increments. • Inner Knob – Push to display the Engine Gauges.


Engine Gauges

Engine Gauge Overview Engine gauges are displayed either manually, by pressing the Selection & Data Entry Knob while in the normal flight display, or automatically if an engine gauge is at redline or is changing more than a certain amount. The engine gauges, the red line limits, the gauge’s lower and upper limits and location on the screen are all configured during the installation of the EFIS/One. There can be as many as 32 gauges which are shown as four rows of eight. The standard EFIS/One is shipped with up to 16 gauges. Engine gauges always appear in a pop-up window over the Chart area of the display. For safety reasons, the EADI and EHSI are always visible.

The gauges above might be a typical list of gauges for a four cylinder engine.


How To Read The Gauges Engine Gauges have several modes to make it clear what is and isn’t happening in the engine room:

• A flashing gauge name indicates that this gauge is over or below redline

• A flashing gauge name with no number and no pointer indicates a failed sensor, or one that has hit a Deadline set up in Calibration

If the engine gauges pop up automatically due to a problem condition, pay close attention to the gauge or gauges that are flashing. If you wish to dismiss the gauges when such a condition exists you can do so by pushing the Selection knob. If the condition does not get rectified, the gauges will automatically redisplay within another 5 minutes. If a new problem condition occurs while the gauges are not visible, they will again be displayed. Gauges don’t have to start at zero and the actual value chosen is entered during installation and setup. The example on the previous page shows for EGTs. The gauge was set up to represent 1100 on the low end and 1500 on the high end. Oil Temp is not interesting below about 100 degrees F, and most sensors won’t give you a usable signal until at least 60 degrees F. As useful temperature gauge might start at 70 degrees F and run through 240 degrees. This gives more pointer travel in the area of interest without wasting gauge space on temperatures that don’t make sense. If the gauge’s minimum and maximum values have been well planned during installation and setup, they can be made to show all bars at mid-scale when everything is normal. This makes for a quick scan to verify all is well.


Autopilot Page – AP Button This screen can be called and dismissed by touching the AP key. The concentric knobs move the cursor on screen and change field values. Autopilot functions are annunciated at the top left corner of the ADI box as shown below. The screenshot below shows the Autopilot and Flight Director will follow the heading bug. The Autopilot is engaged, and will hold at 10,000 Feet MSL. Any increases in altitude (in the example) will be made at an indicated airspeed of 80 Knots. Descents are typically set to a vertical speed, i.e. 500 fpm.

Engage Checkbox

Pushing the knob in toggles the Autopilot between Engaged and Disengaged letting you decide who’s doing the flying. You can also hook up a button on the stick to Disengage, which is a good idea and easy to do. It is also a good idea to have the system installed with an AP Master switch that can be turned off in the event that the AP malfunctions. By removing power from the AP sub-system you will be able to make any control changes required. Also, if the Autopilot is properly installed, you should be able to override its actions without disconnecting the AP. This should be checked prior to use.


Nav source The AP will follow the navigation source selected here. The options are:

Heading Bug

The autopilot will use the heading bug on the EHSI for lateral navigation. Rotate the outer knob on the bezel to change the heading bug.

Course Bug

The autopilot will use the course bug on the EHSI to fly a given course. This may be new to some pilots! A Course Bug is simply a heading bug corrected for wind. In other words, it determines the aircraft’s track across the ground regardless of the wind conditions. A heading bug only points the nose of the aircraft at a specific heading and does not take drift into account. NOTE: Be aware that, in the case of a crosswind, the nose of the aircraft will be pointed somewhat into the wind and not to the selected course. The aircraft is flying a ground course, not a heading. Rotate the outer knob on the bezel to change the course bug.

External VOR – External Radio Navigation using VORs or External GPS

Selecting this mode instructs the autopilot to use the information provided by an external radio receiver. The receiver must be connected and calibrated, during installation, to the EFIS/One processor for this feature to correctly work. If the Nav receiver is tuned to a VOR, a CDI (Course Deviation Indicator) will be shown in the EHSI and the autopilot will intersect the selected radial and fly that course. If the Nav receiver is a GPS receiver with flight planning, the EFIS One autopilot will fly the course based upon tracking information (left or right of course) from the selected flight plan and the aircraft’s position.

ILS – ILS Localizer and Glideslope

If the Nav receiver is tuned to an ILS/LOC the autopilot can intercept both the localizer and glide path to fly the ILS. NOTE: When flying an ILS, the EFIS One autopilot will follow the glideslope in descent, but as with any autopilot, vigilance must be maintained for airspeed and descent minimums.

Note: The EHSI in the EFIS/One does not include a synchro/resolver necessary to select an OBS radial when using the External Navigation mode. A remote OBS selector is required for this task. Some modern radios allow OBS selection from the radio without the remote OBS head. If you have a modern radio such as Garman or UPS, a serial cable can be connected between the EFIS/One processor and radio to allow the EFIS/One to act as a synchro/resolver removing the need for an external OBS selector.

LOC – Localizer

The HSI will display the Localizer signal being received from your Nav receiver. This is similar to an ILS without the Glideslope deviation information. The autopilot will fly the heading bug until the localizer is intercepted and then turn to fly the localizer course indicated by the top of the arrow and OBS selection.


LOC BCRS – Localizer Back Course

The HSI will display the localizer back course signals being received from your Nav receiver. Use this mode for flying a back course localizer. The autopilot will fly the heading bug until the back course localizer is intercepted and then turn to fly the localizer back course.

Virtual VOR

The Autopilot will intercept and fly the course selected on the EHSI to or from the fix entered in the Virtual VOR field.

The EFIS/One has a very powerful built-in feature called Virtual VOR. Basically, you can treat any known fix as a VOR with radials and distance information. It’s like multiplying the number of VORs available to you by a hundred or more!

The VOR name/identifier entry boxes, 5 in all, can be used for multiple purposes. To enter an actual VOR, simply scroll through the alphabet with the inner control knob and move the cursor to the right with the outer knob when the desired letter is shown. Once the third letter is entered, (eg. BRK) push the inner control knob and the name and frequency will be display below the entry boxes. With some radios (Garman and UPS) and if connected via a serial interface, the NAV radio can be automatically tuned.

The selected VOR is used by the EFIS/One in one of two ways:

First, EFIS/One can “talk” to your NAV radio to get the course line information to provide a needle and deviation display exactly as you would expect from an HSI or OBS selector. The needle will be shown in yellow for this mode. Using this mode may require a remote OBS selector/display to select the desired radial if your radio does not support remote OBS selection through a serial interface. The EFIS/One does not contain synchro/resolver hardware. Please consult our website for a list of current approved NAV radios that support remote OBS selection.

Alternatively, the VOR can be used in “Virtual Mode”. This mode is selected in the AP menu by changing the Nav Source to “Vir VOR”. The Virtual mode still allows the selection of a VOR, but all indications on the HSI display are calculated based upon your current GPS position. The needle is still shown, along with a course deviation and To/From flags. The needle and VOR information in the lower right of the HSI will be shown in blue. In the Virtual VOR mode, the navigation receiver is not used, and any VOR at any distance can be used.

Airports require either 3 or 4 spaces to be identified. Airports in the US with all letters in their identifier must have a “K” preceding the airport identifier (eg. KLAX). Airports with numbers in their identifier do not require this preceding “K” (eg. 00V).

GPS fixes all have 5 characters in their identifiers, and so must be entered as such (eg. FISHR).

In Virtual VOR mode, you can use the HSI for any known fix, and fly it as if it were a VOR with radials and distance. For example, you could enter the GPS fix at the end of a runway (found on GPS approaches) and then select the runway heading for the OBS needle. This enables the HSI to display a virtual localizer, the deviations indicating whether you are left or right of the runway centerline. Remember though that the deviation dots in the HSI will each equal 2 degrees off of course, and not ½ degree as they would for a true localizer. NOTE: This procedure is for guidance only and MUST NOT be used in lieu of an instrument approach, existing or otherwise.


GPS – Use internal GPS flight plan

This mode commands the autopilot system to follow the list of GPS fixes assigned in the GPS flight plan. The autopilot can only follow these fixes if a valid GPS signal is being received.

Altitude Engage

The autopilot can climb, descend to a selected altitude or hold at the current altitude. Either Airspeed or Vertical speed can be used for the climb or descent rate. For indicated airspeed climbs, the airspeed selected must be between Vy and Va. For vertical speed climbs or descents, airspeed must remain between Vy and Va and the VSI cannot be greater than 2500ft/min descent or more than 5000ft/min climb. TIP. Typically autopilots are set to use an indicated airspeed for climbs, and a vertical speed for descents. The EFIS/One uses the requested altitude and current altitude to determine whether it should climb or descend. Please remember the autopilot will only do what you tell it to do, to the best of its’ ability, and you must therefore never leave it unattended. Power settings are not controlled, and neither does the autopilot watch out for terrain. If the Altitude Engage can not be selected (check mark in the box), it is because the AP is not engaged. The valid AP lateral navigation (Nav Source) must first be selected and the AP engaged before virtual navigation can be enabled.

Altitude Like all other numbers in EFIS/One, just use the outer knob to put the cursor in the field and turn the inner knob to select the value you want. The new value determines whether the AP will climb or descend. This Altitude entry will also place an altimeter bug at the selected altitude.

Altitude Bug

Flying an assigned altitude is easier with a visual ‘bug’. The EFIS/One shows an altitude bug as a yellow crosshatch marker on the Altimeter tape. This crosshatched bug represents 200 vertical feet with the center being the altitude selected. Set the bug altitude using two boxes – the first for thousands, the second for hundreds of feet. Just as with any other entry, turn the outer knob to highlight the display element and the inner knob to choose the value. The Altitude bug will start to flash if you get more than 100 feet from the bug setting. To turn the bug off completely, set the value to zero. The first allowable value is 100ft. This example shows the bug set at 3600ft.


VNAV

Once an altitude is selected in the AP menu, regardless of whether the AP is engage, a VNAV indicator will appear on the aircraft course line (black line) shown on the moving map. The black dot and black arc shows the location at which the selected altitude will be reached. The EFIS/One continually adjusts this location based upon the current value of the VSI, ground speed, ground track and selected altitude. Use this feature to plan climbs/descents to a given altitude before reaching airspace or an assigned fix from air traffic control.

Hold Button

Selecting this button, by turning the outer knob and pushing the inner knob, will take the current altitude and round to the nearest 100ft then select this altitude as the hold value.

TIP. It’s much easier on the autopilot and your airplane to stabilize at your desired altitude first, trimming it for the airspeed and altitude you wish, then engage the autopilot and altitude hold. The reason for this is the EFIS/One autopilot (and many others) do not have the ability to change the trim. If your airplane is trimmed for a climb at 80 KIAS, and the autopilot is flying level at 140 KIAS, you can see that the autopilot is fighting the trim and will wear out the servos, not to mention the extra wear on your control mechanisms and surfaces. Also, you’ll get quite a jolt when you disengage the autopilot! NOTE: Never use an Autopilot during icing.


Checklist Screen – CKL Button The Checklist screen can be called and dismissed by touching the CHK button on the keypad controller. Moving the inner knob highlights a Checklist to show, and pushing the knob in brings it up like this:

Pushing the knob in checks each item and moves the cursor forward to the next item. Once complete, touching the CHK button clears the Checklist screen.


Flight Plan Screen – FLT Button

The Flight Plan screen can be called and dismissed by touching the FLT button on the screen bezel. The upper section of the Flight Plan screen shows information for the next waypoint in the flight plan. This matches the fix shown in the upper right of the HSI. When the Flight Plan Screen is first displayed, the waypoint is also highlighted with a blue circle in the list of waypoints. Use the outer knob to move the cursor from each section of the Flight Plan display. Use the inner knob to scroll through each of the values for the display element selected.

Current Waypoint The top of the Flight Plan screen shows the current waypoint from the flight plan. The same waypoint is also highlighted with a Blue circle in the flight plan itself. The name of the waypoint along with airport elevation is shown

Runways By positioning the cursor to the “Runways” display element and turning the inner knob on the display bezel, each runway, with its length, is displayed. The example above shows runways at the Colorado Springs airport.


Com Freqs After positioning the cursor to the Com Freqs display element, you can scroll through the list of communication frequencies using the inner control knob on the display bezel. Certain communication radios that support remote tuning through a serial interface, can be automatically tuned to the selected frequency by pushing the inner control knob.

Flight Service Flight Service frequencies are available along with the distance from your current position to the transmitter. Scroll through the frequencies using the inner display knob. The five nearest Flight Service Stations are shown, ranked from nearest to furthest away based on the location of their antenna. Certain radios that support remote tuning can be automatically tuned to the selected frequency by pushing the inner control knob.

VOR The VOR name/identifier entry boxes, 5 in all, can be used for multiple purposes. To enter a VOR, simply scroll through the alphabet with the inner control knob and move the cursor to the right with the outer knob when the desired letter is shown. Once the third letter is entered, push the inner control knob and the name and frequency will be display below the entry boxes. With some radios (Garman and UPS) and if connected via a serial interface, the nav radio can be automatically tuned. The selected VOR is used by the EFIS/One in one of two ways: First, it can be used along with the HSI and external Navigation receiver to provide a needle and deviation display exactly as you would expect from an HSI or OBS selector. The needle will be shown in yellow for this mode. Using this mode may require a remote OBS selector/display to select the desired radial if your radio does not support remote OBS selection through a serial interface. The EFIS/One does not contain synchro/resolver hardware. Alternatively, the VOR can be used in a “Virtual Mode”. The mode is selected in the AP menu by changing the Nav Source. The Virtual mode still allows the selection of a VOR, but all indications on the HSI display are calculated based upon your current GPS position. The needle is still shown, along with a course deviation and To/From flags. The needle and VOR information in the lower right of the HSI will be shown in Blue. In the Virtual VOR mode, the navigation receiver is not used and any VOR at any distance can be used. Airports require either 3 or 4 spaces to be identified. Airports in the US with all letters in their identifier must have a “K” preceding the airport identifier (eg. KLAX). Airports with numbers in their identifier do not require this preceding “K” (eg. 00V). GPS fixes all have 5 characters in their identifiers, and so must be entered as such (eg. FISHR). In Virtual VOR mode, you can use the HSI for any known fix, and fly it as if it were a VOR with radials and distance. For example, you could enter the GPS fix at the end of a runway (found on GPS approaches) and then select the runway heading for the OBS needle. This enables the HSI to display a virtual localizer, the deviations indicating whether you are left or right of the runway centerline. Remember though that the deviation dots in the HSI will each equal 2 degrees off of course, and not ½ a degree as they would for a true localizer. NOTE: This procedure is for guidance only and MUST NOT be used in lieu of an instrument approach, existing or otherwise.


Nearest

Cursor over to the nearest button using the outer control knob and select it by pushing the inner knob. The nearest VOR and its frequency will be displayed. The lower right of the HSI will be changed to show the selected VOR identifier, the distance and bearing to the VOR. NOTE: If you use this feature while the autopilot is active and in Virtual VOR mode, the autopilot will automatically fly direct to the newly selected VOR.

Clear

Selecting the Clear button at the top of the Flight Planning Screen will clear any selected VOR from both the Flight Plan screen and the HSI screen. NOTE: Clearing the Virtual VOR while the autopilot is flying and in Virtual VOR mode will leave the autopilot without guidance.

Flight Plan Up to 8 waypoints can be entered as part of a flight plan. The waypoints can be airports, intersections or VORs. (Please refer to the section on Virtual VOR for a description of how each of these types of fixes should be entered.) In flight, EFIS/One will move to the next waypoint automatically as you over fly the current waypoint. The waypoints will be saved and not deleted until you either delete them or the system is shut down. This allows for easy retrieval of a previous waypoint in case of emergency or other requirement.


Entering Waypoints

From the flight plan screen turn the outer knob to highlight “Add”. Push the inner knob to activate the “Add Waypoint” page shown here. Then turn the outer knob to move between character spaces, and use the inner knob to scroll through the letters and numbers. When the identifier is entered, push the inner knob to add it to the flight plan. To exit this page without creating a new waypoint, turn the outer knob until “Cancel” is highlighted, and push the inner knob.

Add

Add a new waypoint to the end of the flight plan.

Insert

Insert will insert a new waypoint before the selected waypoint, which is indicated by a blue dot in the circle next to the waypoint. To move the selected waypoint, turn the outer knob and then push the inner knob to select. The blue select dot will move. Now turn the outer knob to move the cursor back to Insert and press the inner knob to select.

Clear

Clear will remove the selected waypoint, the one with the blue dot next to it, from the flight plan. Select the clear button by rotating the outer knob and pushing the inner knob. You cannot delete the waypoint if the autopilot is currently flying to this waypoint. To move the selected waypoint, turn the outer knob and then push the inner knob to select.

Clear All

Selecting the Clear All button at the top of the Flight Planning Screen will clear all fixes from the Flight Plan.

Direct To

Selecting the Direct To button will cause the HSI and also the Autopilot, if engaged, to navigate direct from you current position to the selected waypoint. Again, the selected waypoint is the waypoint in the flight plan with the blue dot. KCOS is the selected waypoint in the previous example screen. To select a different waypoint, rotate the outer knob to highlight the required waypoint and push the inner knob. The blue “select dot” will move. The Cursor will move back to the Direct To button so push the inner knob again to activate and navigate directly to the selected waypoint. To fly Direct To a new waypoint, you must first add the new waypoint to the flight plan, then use the Direct To button to fly to the new waypoint.


Nearest Airports When you have a good GPS signal, the four nearest airports are always shown ranked from closest to furthest. EFIS/One shows the distance in nautical miles, identifier, name, and the length of the longest runway and its surface type. To navigate directly to one of these listed nearest airports, simply turn the outer knob to this set of waypoints, turn the inner knob to the one you want and push in to select it. This clears your flight plan and plots a course in the HSI to fly directly to the chosen airport. Frequencies are updated including Military airfields. TIP. To select to the Nearest Airport quickly

1. Press the FLT button to display the Flight Plan Screen. 2. Rotate the outer knob to the left, one click only. This puts the cursor on the first item in the

list. 3. Press the Inner Knob. This selects the item at the top of the list and goes Direct To this

airport.


Settings Screen – SET Button This screen can be called and dismissed by touching the SET key. The concentric knobs at the bottom of the keypad controller move the cursor on screen and change field values. Use the outer knob to move between different elements of the Settings Screen and use the inner knob to change values.

Fast Erect If the message “ReErect” is displayed in red in the center of the ADI, return to near level flight and select Fast Erect. If you have no visual reference to the ground (IMC) cross check airspeed, altimeter, turn and bank and DG to determine your orientation before using Fast Erect. The system will take about 8 seconds to find the reference to level and while doing so will display the message “Erecting”. Don’t keep pushing the Fast Erect button while the “Erecting” message is displayed. The ReErect message is displayed when the aircraft exceeds turning rates of 105 degrees/sec such as while doing aerobatics. The instrument is telling you that it was unable to keep up with the aircraft movements for some fraction of time. It’s like pegging the speedometer is a car and then being asked how fast were you going! Depending on how long you exceed the 105 degree limit, will determine how inaccurate the display has become. Returning to near level flight and pressing the Fast Erect allows the system to re-establish reference to level. Unlike conventional mechanical gyros, no damage can be done to the electronic gyro system by performing maneuvers beyond its limits. Fast Erect is the electronic equivalent to “caging” a mechanical AI and then un-caging it. The aircraft’s pitch will not necessarily be level on the ground as the system sets and stores the level reference each time the Set Level button is used (see below). Most owners set the level attitude for level in cruise flight conditions which are probably not the same as when the aircraft is on the ground.

Set Level This is the electronic equivalent to turning the knob on a conventional ADI instrument to set the horizon to level when you know the aircraft is level. Selecting the Set Level button tells EFIS/One that this attitude is level and to level the EFIS/One’s ADI display. As a safety measure EFIS will ignore you if you are more than 10 degrees off-level. Each time this option is used, the level reference is stored in the system. NOTE: Each time this is used, it completely erases the previous data gathered in order to reference level. This is NOT the same thing as Fast Erect, and should only be used when the aircraft is very close to level, and stable.


Altimeter

Altimeter Setting

Setting the Altimeter involves simply moving to the digit you want to change with the Outer Knob and using the Inner Knob to set the number you want. When the system is first powered on and the aircraft is not moving the system checks to see if you are located at an airfield. If you are, the field elevation is used to automatically determine the approximate altimeter setting. When the aircraft is in flight and for any reason the system is powered off and on again at a location that is not a known airport, the last altimeter setting entered will be reloaded and used for the current altimeter setting. NOTE: The automatic altimeter setting will ONLY occur when you are not moving, and within 3 miles of a known airport.

Altimeter Setting Units

The altimeter setting can be set to use different units of measurement. The units can be Inches of Mercury ( Inches Hg ), Millibars or Feet MSL.

Chart Type Here you can select VFR, VFR Detail, Airports, Airways, Low IFR, and High IFR. Examples of each map type and the data displayed on them is shown in the MAP section of the manual.

Chart Scale.

Next to the chart Type is the chart scale, shown as 24NM in the above example. The scale is from the bottom of the map to the top.

Chart Orientation

Charts can either be shown as Track Up or North Up format. Track Up keeps the terrain which is in front of the aircraft at the top of the map and the map rotates around the aircraft symbol. North Up keeps the terrain north of the aircraft and the nose of the aircraft turns to the aircrafts heading. In Track Up mode, a large yellow arrow in the lower right portion of the screen always points to North.


ADI Mode The EFIS/One supports two types of background on the Attitude Display Indicator (ADI). The choices provided are Terrain and Standard. Examples of each are shown below.

ADI Mode set to Terrain


ADI Mode set to Standard

IMPORTANT: The white line is always the horizon in both display modes. In the Terrain Mode, the system will attempt to depict the view ahead of the aircraft and “blue sky” may be below the white horizon line. This is because terrain is only drawn when it is within ten miles of the aircraft. This does not necessary mean the aircraft is pitched up. Both of the above screen images show the aircraft at the same location and same pitch attitude of level. Your attitude is that shown between the black aircraft wings and the white horizon line.


Fuel Computer The EFIS/One contains the ability to track fuel levels and fuel usage. For the system to be accurate, careful calibration of both the fuel level and fuel flow functions must be made during installation. The system must also be verified after installation to ensure accurate data.

Fuel Onboard

The Fuel Onboard is a button that can be pushed to have EFIS/One read your tank levels. This button is disabled while in motion so you can’t accidentally reset it while flying. If preferred, use the inner knob to set the digits to a known fuel level such as when topping off the tanks. As you fly, this number will be updated to show the current computed fuel level. This number should substantially agree with what is shown on your fuel level sensors but is not a measurement of the fuel level sensors. The number shown as fuel onboard is calculated based upon the initial fuel entered and the fuel used as read from the calibrated fuel flow sensor(s).

Saving Fuel Onboard

Prior to shutting down your system, look at the Fuel Onboard by pressing the Set menu button on the screen bezel. Dismiss the menu by pressing the button a second time. Each time this menu item is dismissed, the fuel onboard will be saved and reloaded the next time your EFIS/One is powered up.

Fuel burn rate

Fuel Burn Rate is computed from the flow sensor or sensors, their calibration and arrangement of sensors (see Installation Manual). The unit of measure can either be Gallons/Hour, Pounds/Hour, Liters/Hour or Kilos/Hour. The unit of measure is chosen during installation and setup.

Fuel Endurance

Fuel Endurance is calculated based upon the current fuel burn rate and the amount of fuel shown as Fuel Onboard. These calculations do not implement a descent profile, climb profile, winds or allow for reserves. The system simply computes how much fuel you are currently using and divides this into how much fuel you have left as indicated by fuel onboard.

Fuel at waypoint

The system calculates how much fuel will remain when you reach the next waypoint in the flight plan. It is calculated based upon the current fuel onboard, less the current burn rate multiplied by how long it will take to get to the next waypoint. Although winds are taken into account in this calculation, winds change! Again, the calculations do not take into account descent or climb profiles or allow for any reserve. Important: Make sure these numbers have been carefully verified in your aircraft to ensure accuracy. Don’t believe any instrument you haven’t calibrated and verified, especially a fuel flow sensor.


Max G The minimum/maximum G sustained during flight are shown next to this button. If you would like to reset the G meter min/max values, simply select the Max G screen element with the outer knob then press the inner knob.

OAT This is the outside air temperature displayed in Celsius and Fahrenheit. The OAT is used internally by the EFIS/One to calculate True Airspeed and Density Altitude.

Density Altitude The current Density Altitude is calculated based upon the displayed altitude and the OAT.

Save Flight Log A significant amount of information about your flight and engine data can be stored to a file which then can be transferred to your computer for further analysis. Select the Save Flight Log button prior to shutting down the system to store the information for the current flight. A “Flight Log Saved” message will briefly appear. Further details are provided in the Flight Data Recorder section.


Flight Recorder The Save Flight Log option can be selected on the Setting Menu prior to system shutdown to save the flight and engine data from each flight. The flight log data is stored in the file C:\EFIS.CSV. The file is formatted as “Comma Separated Values” for easy import into a database or spreadsheet. This file contains flight data, information about each fixed sensor and every user configured sensor. A record is written to the file every 5 seconds. The first line of the file contains headings and each record in the file is terminated with a CR/LF combination The following values are written to the file.

Field Format Description Date yyyymmdd Year, month and day record was written (Zulu date) Time hhmmss Hours, minutes and seconds records was written (Zulu time) Pitch number Aircraft’s Pitch in degrees Row number Aircraft’s Roll in degrees Yaw number Aircraft’s Yaw in degrees Latitude number Latitude as a decimal value, negative values represent south. Longitude number Longitude as a decimal value, negative values represent west. Airspeed number Indicated Airspeed TAS number True Airspeed as calibrate, normally in knots GS number Groundspeed in knots Altitude number Altitude in Feet MSL VSI number Vertical Speed OAT number Outside Air Temperature in Celsius Dens Alt number Density Altitude in Feet MSL Heading number Magnetic Heading MP number Manifold Pressure RPM number Revolutions per Minute Fuel Flow number Fuel Flow used for fuel Computer calculations User Gauge 1 number First defined engine gauge as a number User Gauge n number Last defined engine gauge as a number


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Downloading Data To A Computer The EFIS/One has an Ethernet port labeled “Data”. This Ethernet port can be used to transfer data from the EFIS/One to your computer. Carefully follow the steps below. If you do not have fairly good computer skills, please find a friend that can help you. This will save you a great deal of time and frustration.

• First you will need the correct cable between your laptop/computer and the EFIS/One. Your laptop computer will also need an Ethernet port. A 10baseT “Cross Over” Ethernet cable between your Laptop and the EFIS/One processor is required. If you have a network hub, a standard cable can be used to connect the EFIS/One and your laptop to the hub. Both types of cable can be purchased from most computer stores or from Radio Shack.

• On the EFIS/One, plug in the programming keyboard and press the Esc to exit the normal flight

screen and get to the EFIS/One Maintenance Menu. Now select Command Shell and type “IFUP” followed by the Enter key.

• A number of messages will be displayed on the EFIS/One screen as the FTP server and

communication software is loaded.

• Now transfer the log files to your laptop. This can be done in several ways but two, the standard windows FTP client and CuteFTP, are outlined here.

Using the FTP Client in Windows Run the standard FTP client on your laptop. This is normally done by running FTP. Use the Windows Run command and type FTP. When the FTP Client is running, connect to the EFIS/One as follows: ftp> OPEN 192.168.0.111 User > root Password > efis ftp>GET EFIS01.CSV ftp>CLOSE ftp>QUIT


Using CuteFTP Interface Free FTP clients can be downloaded from the internet. BMA uses CuteFTP which can be downloaded from http://www.globalscape.com/store/purchase.asp?product=cuteftppro

The following shows how to setup CuteFTP and the data needed to connect to the EFIS/One. Using CuteFTP, set up a new connection (File, New) and enter the data shown to the right. The password, which is shown as **** is efis. Click on the “Type” Tab and set the values as shown. Now Click OK to save the new connection setup.


To connect to your EFIS/One, select EFIS/One Processor from the list of connections. After a successful connection, your screen will look something like this.

To transfer files from the EFIS/One double click on the file name in the right hand list of files. To transfer the flight log, select the EFIS.CSV. The file will transfer to your laptop. Important: When using this type of software be very careful not to delete or change anything on the EFIS/One. Only transfer files from the EFIS/One to your laptop. Files which end in “.DAT” contain configuration data specific to your EFIS/One and these files must not be lost or altered in any way. If they are lost, the EFIS/One will need to be returned to the factory for recalibration.

• After you have transferred the EFIS.CSV file, the EFIS/One FTP connection should be terminated on the EFIS/One. To do this, type IFDOWN followed by the Enter key on the EFIS/One programming keyboard and then turn off the system. Turn on the system after a few seconds and the normal flight screen will be displayed after a few seconds.


Using Other FTP Clients The information needed to connect to the EFIS/One is as follows: • The IP address of the EFIS/One is 192.168.0.111 • The User is “root” • The Password is “efis” • Use passive mode to connect.


Pilot Notes:

efis one pilot guide 215d - university of...

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