STRATOMASTER MGL Avionics, Instruments & EFIS

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(Obsolete) EMS "E2"
 
General

  • This product is obsolete. It is replaced by the "VELOCITY" range.
  • The Stratomaster E2 Engine Monitoring System (EMS) is a digital instrument designed to monitor and display various operating parameters of engines used in small aircraft catering for a wide range of engines from single cylinder two-strokes to four cylinder four-strokes.
  • The above picture shows the installation of the Stratomaster E2 on a J400 four seater Jabiru aircraft with 120 Hp engine.
  • The Stratomaster E2 intended for operation by a licensed pilot who is the holder of a MPL (Micro light pilot license) or PPL (Private Pilot license) or the equivalent thereof. The pilot should further be rated on the aircraft type on which the Stratomaster Ultra is being operated.
  • The Stratomaster E2 has not been submitted to the CAA or FAA or any of its agencies for any form of certification. Operation and installation of this instrument is subject to the relevant rules and regulations of your country and flight authority.
  • Ask for a Catalog/Price list

E2

  • The Stratomaster E2 is your answer to complete engine management in light aircraft.
  • The E2 provides a continuous display of all your important engine parameters (both graphically and numerically) to allow you to monitor and optimise engine performance at a glance.
  • The back-lit display is of the highest quality ensuring that it is always clearly visible in both poorly lit and direct sunlight conditions.
  • No matter what your engine, the Stratomaster E2 can be configured to display and monitor the parameters you are interested in.
  • The E2 helps you out by letting you concentrate on flying while it does the job of monitoring the engine, alerting you to any over/under limit conditions with an audible alarm and/or flashing alarm lamp.
  • All alarm conditions are under your control allowing you to set them according to your specific needs.
  • The E2 interfaces to your engine via a single 3-wire cable to a separate RDAC (Remote Data Acquisition Computer) which is mounted right at the engine.
  • All temperature, pressure and fuel probes connect directly into the RDAC IV ensuring cable lengths are kept to a minimum and greatly reducing installation time.
  • No more pulling your cockpit apart to introduce a new temperature probe to your instrument cluster - Simply connect the probe to the RDAC and reconfigure the E2 to display it.
  • Quick selects allow fast and easy setup of the unit for various popular engine types.
  • Engines supported range from small two strokes like a Rotax 447 or Rotax 503 to the more powerful Rotax 582, Simonini engines, the 2Si range of engine, and of course the many four strokes from HKS, Rotax, Geo Metro, VW, Jabiru and many more.
  • To assist you in determining the many functional features of this excellent instrument, download the user manual: E2.pdf
  • Ref: MG_E2
  • Ask for a Catalog/Price list

Features

  • Dimensions: 202x92 mm. Mounting depth 95mm (including connectors and wiring).
  • Panel cutout 196x75 mm. Weight 575 grams plus RDAC V-D 175 grams.
  • Simple three-wire connection to remote RDAC V computer to provide measurements of up to four thermocouple inputs (for EGT and/or CHT readings), three NTC inputs (for CHT, coolant or oil temperatures), as well as oil pressure fuel flow, fuel level and engine revs inputs.
  • Inputs may be used in any configuration with a simple Device Setup Menu allowing you to decide what and how parameters should be measured.
  • A presettable Hobbs meter automatically counts engine running time up to 9999 hours, 59 minutes.
  • A presettable Maintenance count-down timer can be used to indicate when the next maintenance task is due (such as spark plug replacement).
  • A Run-Time display shows the time the engine has been running for the current flight.
  • Engine Revs (RPM) are prominently displayed both numerically and graphically.
  • EGT readings of up to four thermocouple probes (both J and K-type thermocouples are supported) continuously displayed.
  • Differences between any two EGT readings are automatically monitored and an alarm can be triggered if the difference becomes concerning.
  • CHT readings (typically two) can be made via thermocouple or NTC probes and are continuously displayed with major differences between any two readings being flagged as alarm conditions.
  • Water (coolant) temperature.
  • Oil temperature and pressure continuously displayed with the pressure sender type configurable for a wide range of senders.
  • Fuel Level can be read directly from a standard, low-cost, automotive float level sender with a readout of fuel remaining in units of your choice (Liters, US/Imperial Gallons, Kg, Pounds or % tank capacity).
  • The E2 has a special calibration procedure to allow it to "recognise" the shape of your tank and adjust the sender reading accordingly to always give an accurate readout of remaining fuel.
  • Alternatively, if you have a fuel-flow sender installed, the E2 can continuously subtract the fuel actually used from the initial amount (manually set or automatically read from a fuel level sender at switch-on).
  • With an optional fuel-flow sender installed, fuel burn rate can be shown in fuel units of choice per hour. This provides a good indication as to the state of the engine once typical burn rates for various conditions are known.
  • In addition, knowing the remaining fuel capacity allows the E2 to instantaneously calculate and display your estimated endurance at current fuel burn rate. Now you can make realistic contingency plans long before a low-fuel condition becomes a problem.
  • Alarms can be user-configured to trigger on any over/under limit readings. The display flashes the offending parameter and displays a message indicating the problem (Eg: FUEL LEVEL LOW).
  • In addition, an audible alarm is sounded (with outputs available for connection to a 4 or 8 ohm panel speaker, or directly into your intercom system) and an alarm relay is closed/opened once per second to activate an external alarm indicator (Eg: a lamp).
  • Pressing any key acknowledges and silences the alarm but the display remains flashing the offending parameters until they are corrected. Ambient temperature is available using an accurate semiconductor temperature probe (included).
  • A Voltmeter displays current system voltage. This is useful to check charging / over-charging of batteries.
  • A Flight Data Recorder automatically records all engine parameters allowing typically the last 10-15 minutes of engine running time to be retrieved and analysed in the event of an engine failure. This helps greatly in the diagnosis of engine problems should they occur.
  • Display Backlight can be operated in one of three modes (software selectable): Always on, Always off and Automatic. In the later case, the backlight will turn off if no engine revs or other activity has been noted for about 10 minutes.
  • Power supply protection is standard with a fast Tranzorb to prevent destruction by spikes caused by inductive loads. Further to this two independent watchdogs are used to detect software malfunction (crashes) to facilitate automatic recovery.
  • The unit can operate for about 12 hours on a 9V PP3 battery (alkaline) if the display back light is off (Software selectable) and even with voltages as low as 7V. Normally, the unit will be connected to either 12V or 24/28V aircraft supplies. It is possible to use a 9V battery as emergency backup power for the instrument. This requires the installation of a simple two-diode de-coupling bridge. Details on the required wiring are included in the manual.
  • The unit has been designed to be immune to strong RF interference from a VHF radio. In addition, care has been taken to making the unit produce as little RF interference of its own as is possible. Copper clad ABS housing for maximum EMI performance and light weight.

RDAC

MGL Stratomaster RDAC

RDAC-VD
  • RDAC = Remote Data Aquisition Computer)
  • Some MGL Avionics instruments (E2, Extreme, ULTRA, ENIGMA) use a remote data acquisition module for engine data acquisition.
  • This architecture makes the installation easy, since there is no need to extend sender cablezs all the way to the cockpit.
  • The RDAC is installed close to the engine, and connects to the display system with a shielded two wires cable.
  • The E2 and EXTREME use a RDCA V_D:
    RDAC V_D 4 CHT/EGT channels, no manifold pressure sender
  • Download the installation manual RDAC V_D: Install manual RDAC_V (.PDF)

  • The RDAC is supplied with a 3 meters cable.
  • Four channel thermocouple amplifier, high resolution chopper stabilized system with full cold junction compensation and bow voltage correction to laboratory standards.
  • The thermocouple inputs can accept K-type or J-type thermocouples.
  • Oil and Water temperature NTC input compatible with most oil temperature senders and the MGL water temperature sender.
  • Also accepts MGL precision semiconductor senders for water and oil temperature.
  • optional LM335 sensor based temperature sender to indicate ice warning. The sender is normally fitted to the outside of a carburetor, in close proximity to the throttle slider or valve or in the intake airflow.
  • Oil pressure sender input. 50 to 1000 ohms. Accepts most commercial oil pressure senders including those from VDO. Rotax uses a 200 ohm sender
  • TWO Fuel level sender input with extensive calibration functions provided to allow direct readout of fuel quantity corrected for tank shape and sender tolerances.
  • Fuel flow sender input. Can be used with most commercial liquid flow senders. Flow measurement without sender on injection systems by measurement of injector opening time (i.e. Hirth engines).
  • Universal rev counter input. Can be used on a wide variety of engines using a variety of interface methods.
  • Ref: MG_RDACV_D 4 CHT/EGT channels, no manifold pressure sender
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