MGL Avionics Blaze FLIGHT-3 User manual

Introduction
The Blaze FLIGHT-3 is a compact, multifunction complete primary flight system intended as a main flight instrument on
smaller aircraft or as a bac up / secondary flight instrument in larger aircraft. This 3 1/8” (80mm) instrument provides
many functions from an altimeter, airspeed indicator, VSI indicator, fuel level, fuel flow, RPM, volts, current display and
many more. The FLIGHT-3's light weight, small size and high level of functionality ma es it an excellent choice for many
applications.
The FLIGHT-3 ma es an ideal companion to the Blaze EMS-2 universal engine monitor for a compact, low cost yet highly
functional and complete coc pit solution.
The FLIGHT-3 has the following features:
Altimeter
The altimeter contains an internal high accuracy 24 bit digital altitude sensor which calculates altitude from -1500 ft up to
a maximum of +35000 ft. The FLIGHT-3 outputs various formatted RS232 serial data protocols compatible with serial in-
put transponders such as that from Garmin, Magellan, Northstar, Trimble, Microair etc. The altimeter can display altitude
in feet or meters and local pressure can be set in millibars or inches of mercury. The FLIGHT-3 also provides a parallel
Gillham code interface when used in conjunction with the MGL Avionics CNV-ALT.
ASI (Airspeed Indicator)
Airspeed can be indicated in statute miles per hour (mph), ilometers per hour ( m/h) or nautical miles per hour ( ts). The
FLIGHT-3 also provides a programmable Vs and Vne airspeed alarm output. ASI sensitivity can be calibrated by the user
to cater for errors caused by pitot tube placement.
The FLIGHT-3 can measure airspeed from 20mph to 250mph and the FLIGHT-3HS (High Speed version) can measure
airspeed from 20mph to 320mph. Both are well suited to slower aircraft due to very good sensitivity and linearity at low air
speeds.
VSI (Vertical speed indicator)
The VSI indicator can be displayed in either feet/minute (ft/min) or meters/second (m/s). The VSI can be calibrated by the
user once the instrument has been installed in the aircraft.
Blaze FLIGHT-3
Blaze FLIGHT-3HS
Primar Flight Instrument
Operating Manual – English 1.01

Blaze FLIGHT-3 Operating Manual Page 2
RPM Displa
The FLIGHT-3 can measure engine and/or rotor RPM.
Fuel Computer
Full functionality is available with a fuel flow and level sender or only with a fuel flow sender using calculated fuel levels
based on fuel usage. Fuel injector systems are also supported. Standard automotive fuel level senders can be used, even
with odd shaped tan s due to a comprehensive, multi-point calibration system. Most fuel flow senders can be used as the
K-factor of the sender can be entered into the system for simple calibration. Fuel flow can be displayed in l/Hr or in G/hr.
MGL Avionics supplies a lightweight dual range fuel flow sender that is ideally suited for the FLIGHT-3. Fuel flow senders
from other manufactures are equally suitable.
In addition, the FLIGHT-3 can use the actual ground speed from a RS232 NMEA enabled GPS receiver to determine fuel
range.
Local Time displa
The FLIGHT-3 is capable of displaying time to facilitate ordinary ATC time reporting. Time is maintained by an internal
lithium battery which can be replaced by the user.
Batter Voltage, *Current and Charge displa
The FLIGHT-3 can be used to monitor your aircraft’s battery power supply. The FLIGHT-3 is very useful in determining
your battery’s health, charging status, as well as the current load consumption of your aircraft. The FLIGHT-3 can be used
in both 12V and 24V aircraft and can measure voltages up to 30V DC.
The FLIGHT-3 uses the MGL Avionics Magnetic Closed Loop Current Sensor to measure the aircrafts current load. The
FLIGHT-3 contains a programmable low/high voltage alarm to automatically detect bad batteries and alternator failures.
OAT displa
OAT can be shown in either degrees Celsius or degrees Fahrenheit. The FLIGHT-3 also contains a programmable low/
high OAT alarm.
Flight Timer & Flight log
The FLIGHT-3 provides a 50 entry flight log that stores the start time and duration of each of the last 50 flights. The flight
timer can either be started using the front push button or automatically from RPM and airspeed.
* Requires the MGL Avionics Magnetic Closed Loop Current Sensor (sold separatel )

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1 Features
•Large 2.6” high resolution 320x240, IPS (fully viewa le in all directions), sunlight reada le color LCD dis-
play
• An internal high accurac 24 bit digital altitude sensor calculates altitude from –1500 ft up to a maximum
of 35000 ft (-457m to 10668m)
• The FLIGHT-3 outputs various formatted RS232 serial data protocols compatible with serial input
transponders such as that from Garmin, Magellan, Northstar, Trimble, Microair etc.
• Provides a parallel Gillham code interface for transponders when used in combination with the MGL
Avionics CNV-ALT
• Built in altitude encoder test function
• The altimeter can displa altitude in feet or meters
• Local pressure can be set in millibars or inches of mercur
• Contains a wide range VSI indicator from +/-20 ft/min to as high as +/-10000 ft/min
• VSI units can be in feet/minute (ft/min) or in meters/second (m/s)
• The FLIGHT-3 measures airspeed from 20mph to 250mph
• The FLIGHT-3HS (High Speed version) measures airspeed from 20mph to 320mph
• Both units are well suited to slow aircraft due to ver good sensitivit and linearit at low air speeds
• Includes a flight timer since takeoff
• Airspeed units can be set to miles per hour (mph), kilometer per hour (km/h) or nautical miles per hour
(kts)
• Contains a programmable Vs and Vne airspeed alarm output
• RPM displa with readout in RPM or percentage
• Includes a settable Hobbs meter which can be password protected
• Includes a programmable maintenance timer for scheduled routine engine maintenance
• Can connect to a flow sender or fuel injector s stem to measure fuel flow
• Standard automotive fuel level senders can be used, even with odd shaped tanks due to a comprehensive,
multi-point calibration s stem
• The FLIGHT-3 has the abilit to connect to a NMEA enabled RS232 GPS receiver for range based calcula -
tions.
• Fuel range based on TAS or GPS-NMEA input
• Fuel endurance based on TAS or GPS-NMEA input
• Capable of displa ing time
• Time is maintained b an internal lithium batter which can be replaced b the user
• Can measure voltages up to 30V (compatible with both 12V and 24V aircraft supplies)
• Contains a programmable low/high voltage alarm to automaticall detect alternator failures and bad bat-
teries
• Uses the MGL Avionics Magnetic Closed Loop Current Sensor to measure the aircrafts current load.
• *Contains a charge status indicator
• OAT can be shown in degrees Celsius or degrees Fahrenheit
• Contains a programmable low / high OAT alarm
• Includes a Densit altimeter displa
• Includes a Barometer (actual local pressure) displa
• Includes a True airspeed (TAS displa )
• Includes a RS232 serial output for interfacing to external equipment e.g dataloggers etc.
• Optional external RDAC (Remote Data Acquisition Computer) interfacing via the CAN bus for RPM, fuel
flow and fuel level
• Standard 3 1/8” (80mm) aircraft enclosure (can be front or rear mounted)
• The LED backlight can automaticall adjust to the ambient light, or it can be manuall adjusted in the
menu s stem
• Rotar control plus 2 independent buttons for eas menu navigation and user input
• Wide input suppl voltage range of 8 to 30V DC
• 1 ear limited warrant
* Requires the MGL Avionics Magnetic Closed Loop Current Sensor (sold separatel )

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2 La out
F2 / Down Button:
Menu system: Soft ey button
Normal display: Press to scroll
through the auxillary displays
Sunlight readable color graphic displa :
The bac light can automatically adjust
to the ambient light or it can be manually
adjusted in the menu system
Rotar Control (Up/Down) & Enter Button:
Press the rotary control during the normal display screens to access the menu system. Rotate anti/cloc wise
for up/down menu scrolling. Rotate the rotary control during the normal display mode to adjust the local
pressure. Local pressure can be set in either mB or in “Hg.
F1 / Up Button:
Menu system: Soft ey button
Normal Display: Start / Stop the
flight timer (Manual flight only),
Refuel the calculated / virtual tan
3 1/8” (80mm) enclosure.
Can be front or rear mounted
Ambient light sensor

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3 Main Displa
The bottom left of the main display is arranged in three auxiliary flight information displays.
Note:
The voltage display will alternate with the current measurement display if the current measurement is enabled.
The FE: (Fuel Endurance) will alternate with the GPS NMEA speed value if enabled. The text color will turn magenta if re-
ceiving valid NMEA GPS data.
VSI scale indication
Local pressure setting
(QNH)
Altimeter Airspeed
Engine RPM display
Auxiliary displays
(3 display pages)
Digital VSI
Supply Voltage / Current
will alternate if current
measurement is enabled
Analog VSI

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3.1 Auxiliar displa 1
This page displays all the fuel related information. Fuel level, flow, range and endurance is shown.
FL: (Fuel Level)
Fuel level is displayed numerically and as a bargraph. The fuel level can be from a physical fuel level sender mounted in
a fuel tan or by calculation as a virtual fuel tan .
FF: (Fuel Flow)
Fuel flow can be from a fuel flow sender or from a fuel injected system.
FR: (Fuel Range)
Fuel range is only shown if fuel level and fuel flow is enabled.
FE: (Fuel Endurance)
Fuel endurance is only shown if fuel level and fuel flow is enabled. The fuel endurance will alternate with the GPS NMEA
speed value if enabled. The text color will turn magenta if receiving valid NMEA GPS data.
3.1.1 Enter starting level of the fuel tank
Press the F1 ey during the main display screen to manually enter your current fuel level
after fueling or defueling your aircraft. This function is only available if you have selected
fuel level is calculated from fuel flow. Press the F2 ey as a “quic fill button” to the full
level.
Note: It is good airmanship to take into account a “silent” fuel reserve. For
example, if ou have a 50 Litre tank and ou fill it, enter 40 or 45 Litres as our
available fuel.

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3.2 Auxiliar displa 2
This page displays all the time related information. Local time, Flight time, Hobbs and Maintenance timer is shown.
LCL: (Real Time Clock)
Local time normally includes an offset from UTC time. The time offset can be setup in the “TIMERS SETUP” menu. Time
of day is often displayed as UTC or Greenwich time as it required by ATC.
FT: (Flight time)
The flight time can either be started automatically by airspeed and RPM or manually via a push button. The flight time is
automatically reset to zero when a new flight is started. The “:” will flash when a flight is active. The flight timer can be
started manually by pressing the F1/UP ey.
HBS: (Hobbs timer)
The FLIGHT-3 contains a password protected Hobbs timer. The Hobbs time can be set to the current nown engine time
in the “TIMERS SETUP” menu. The Hobbs timer will only increment when the RPM is greater then the “HOBBS RPM”.
MNT: (Maintenance Timer)
This timer is set in engine hours and it will count down to zero when the engine RPM is greater then the “HOBBS RPM”
value as set in the “TIMERS SETUP”. A good use for this function is to set the hours until your next spar plug change or
engine inspection.
The purpose of this function is to assist you in determining remaining hours until maintenance will be required. It is not in -
tended as a replacement for the aircraft's maintenance log. It is therefore important that the aircraft's maintenance log be
maintained in the normal manner. You should further use your own discretion in performing maintenance earlier than indi-
cated should any aircraft performance problems arise.
A maximum of 999 hours can be entered as a maintenance interval. A reminder
message will appear on startup when zero hours are remaining. The reminder message
will disappear after the pilot presses any ey. Engine running time for the purpose of the
maintenance timer is defined as the run time where the engine RPM is greater than the
“HOBBS RPM” value as set in the “TIMERS SETUP”.

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3.3 Auxiliar displa 3
This page displays auxiliary related information. Barometer, TAS, Density altitude and OAT is shown.
BAR: (Barometer)
Ambient pressure can be displayed in either millibar or Inches of Mercury (Inch/Hg).
TAS: (True Airspeed)
What is TAS and how is it calculated ?
TAS is indicated airspeed (ASI) compensated for altitude and temperature. Often pilots ignore the effect of temperature
and only ta e altitude into account when converting ASI to TAS. For practical purposes this is quite accurate and gives a
good reflection on your true airspeed. Keeping in mind that ASI measurement is subject to errors caused by airflow
around your aircraft, there seems little point in ta ing this calculation to absolute resolution.
Again, we have decided to use a formula often used by pilots. This way the instrument reading will agree with what pilots
are used to.
Add 1.75% of IAS per 1000 ft (304.9 m) increase in altitude above sea level.
We assume here that IAS = RAS (rectified air speed).
DA: (Densit Altitude)
Density altitude is a perceived altitude that pertains to your current altitude and temperature (and to a lessor extent on
your current moisture content of the air). Density altitude is relevant for performance calculations of your aircraft. Density
altitude affects the performance of your engine, propeller and airfoils. The most noticeable affects of density altitude are
length of ta e-off and landing runs and the ability of your aircraft to carry weight. There are several methods to calculate
density altitude, all result in readings that are very close to each other. We decided to implement a popular formula that is
often used by pilots to calculate density altitude at their location.
DA = SA + 118.6 * (T-T_s)
Where:
DA = Density Altitude in feet MSL
SA = Station Altitude in feet MSL for where the DA is being calculated
T = Actual air temperature (° K) at SA
T_s = Standard temperature (° K) at SA
OAT: (Outside Air temperature)
Outside air temperature can be measured using the external temperature probe. OAT can be shown in degrees Celsius
or degrees Fahrenheit.

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4 Menu S stem
Press the rotary control button during the normal display mode to enter the menu system. Use the rotary control to navi-
gate through the menu system.
4.1 Exiting the menu s stem
Press the F1/Up button to exit the menu system when the “EXIT” soft ey is shown. All changes made during navigation
of the menu system will be saved in non-volatile memory upon exiting. The instrument will not save any changes if you re-
move power before exiting the menu system.

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4.2 Flight Timer
View Flight Log:
Use the rotary control to view the next flight log entry.
Erase Flight Log:
Use this function to erase the flight log stored in the FLIGHT-3.
FLIGHT:
Select whether you want the FLIGHT-3 to automatically detect a flight or whether the pilot must press the F1/Up button to
start/stop a flight. We recommend you select automatic flight detection.
T/O RPM:
This menu option is only shown if the “DETECT” flight mode is selected. Enter the RPM ta e off threshold that you want
the flight timer to start incrementing.
T/O AIRSPEED:
This menu option is only shown if the “DETECT” flight mode is selected. Enter the ta eoff airspeed threshold that you
want the flight timer to start incrementing.

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4.3 ALT Setup (Altitude Setup)
Altitude nit:
Select if you want the altitude displayed in ft (feet) or m (meters).
Pressure nit:
Select if you want the local pressure displayed in mb (millibars) or “Hg (inches of mercury).
Resolution:
Select the resolution of the altitude value, a selection of 1,10,25 or 100 ft or m can be selected.
ALT Calibrate
This section allows for the calibration and fine twea ing of the altitude value. Before you begin, ensure that your calibrated
and certified reference is set to the local pressure of 1013.25mB (29.92”Hg). The FLIGHT-3 altitude value in ft (referenced
to 1013.25mB (29.92”Hg)) is displayed in the top right hand corner of the display. All calibration must be done in feet.
The combined adjustments cater for both the altitude sensors offset and gain. Only start the calibration sequence once
the instrument has been running for a minimum of 10 minutes.
Start the altitude calibration with the “CAL FACTOR” and ma e sure the “CAL GAIN” value is set to 100.00%.
Cal Factor:
On the rear of your FLIGHT-3 instrument you will find the calibration factor that has been determined to ensure the most
accurate reading of your altimeter. This is the pressure sensor offset in 0.1mB increments. Adjust your static pressure to
be close to sea level pressure. The exact altitude is not important and can be up to several hundred feet. Adjust the cali-
bration factor so the altitude readout in the top right hand corner of the display agrees with your pitot static test set.

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Cal Gain:
Once you are satisfied that the low level altitude “CAL FACTOR” is correct, apply a static pressure that will result in an al-
titude between 20000 and 30000 ft. Adjust the “CAL GAIN” until the altitude readout in the top right hand corner of the dis-
play agrees with your pitot static test set
NOTE: Adjusting the “CAL GAIN” also changes the low level altitude calibration achieved when adjusting the “CAL FAC-
TOR”. Please rechec your low level altitude calibration and adjust if necessary. Rechec your altitude readout at the
higher altitude, and if needed slightly adjust the “CAL GAIN” again. Repeat the process until you are satisfied with both
the “CAL FACTOR” altitude and the “CAL GAIN” altitude.
Test Alt Encoder (Only shown if the comm out has been enabled):
This is a handy function to test the FLIGHT-3 transponder interface once the installation has been completed. The serial
output will output specific altitudes which can then can be used to test the serial RS232 output and the parallel gillham
output if using a CNV-ALT converter. The FLIGHT-3 will resume the normal output of the indicated altitude upon exiting
the test function.
The following codes are outputted:
Altitude D4 A1 A2 A4 B1 B2 B4 C1 C2 C4
-1000ft 0 0 0 0 0 0 0 0 1 0
-900ft 0 0 0 0 0 0 0 1 1 0
-700ft 0 0 0 0 0 0 1 1 0 0
-400ft 0 0 0 0 0 0 1 0 1 1
-200ft 0 0 0 0 0 1 1 0 0 1
800ft 0 0 0 0 1 1 0 0 0 1
2800ft 0 0 0 1 1 0 0 0 0 1
6800ft 0 0 1 1 0 0 0 0 0 1
14800ft 0 1 1 0 0 0 0 0 0 1
30800ft 1 1 0 0 0 0 0 0 0 1
Each altitude reporting code line must be tested for integrity of connection if at any time the aircraft connections to the
transponder or altitude data source have been removed and reconnected. Integrity of the connections may be verified by
performing a test of mode C function of the transponder system.
Warning: Do not use this function while in flight as incorrect altitude information will be sent to
the transponder.

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4.4 VSI Setup (Vertical Speed Indicator Setup)
VSI nit:
Select if you want the VSI to be displayed in "ft/min" (feet/minute) or "m/s" (meters/second).
Scale:
Select the VSI scale most suited for your aircraft.
VSI Cal:
This is a function that is used to calibrate your VSI to read exact rates of climb or decent. This function wor s as a per-
centage of initial reading. The default setting for this function is 100%. Increasing this value increases the VSI reading and
decreasing the value decreases the reading.
Suggested VSI calibration method
After you have installed the instrument, perform a calibration flight. This should be done in very calm conditions.
Turbulence and thermal activity will ma e accurate calibration impossible. Many areas have ideal conditions during early
mornings or late afternoons. Place the instrument in ft/min for ease of calibration. Ta e your aircraft to a few
thousand feet above ground and start a glide with a low power setting. Ta e a stopwatch and when the glide is stable
(stable VSI reading) start the stopwatch. Ta e note of your altimeter reading at the same time. Continue the stable glide
for one minute exactly. After the minute has finished, ta e another reading of your altimeter.
Example:
VSI reading during stable glide: -400 ft/min
Start altitude: 2500 ft.
End altitude: 2050 ft.
In the above example the VSI is under reading by about 12%. Set your VSI calibration to 112% to cancel out the error.

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4.5 ASI Setup (Airspeed Setup)
Zero ASI Sensor:
This setup allows your instrument to measure the zero airspeed reading of the airspeed sensor and set a calibration value
internally for this. This is equivalent to some mechanical airspeed indicators that have an adjustment to set the needle to
zero when the aircraft is not moving. You would use this function occasionally if you see an airspeed reading
when the aircraft is at rest. This may be caused by aging of the built in pressure sensor or related electronics. When this
function is performed ma e sure that there is no air flow into the pitot tube as this would result in an incorrect internal cali-
bration.
ASI nit:
Select if you want the ASI to be displayed in mph (statute miles per hour), m/h ( ilometers per hour) or ts (nautical miles
per hour).
ASI Filter:
This function can be used to select the signal filter time constant. Selections are "NONE", “FAST” or “SLOW”. This
selection influences the rate at which your ASI can change its reading. If you have an installation that suffers from strong
turbulence at the pitot tube, select “slow”. If you have a very clean airflow in front of the pilot tube you can select “fast”
which will give you a faster response to airspeed changes.

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Vne Speed: (Max Exceed Speed)
Enter you maximum speed you aircraft should not exceed.
Vno Speed: (Max Maneuvering Speed)
Enter your maximum maneuvering speed.
Vfe Speed: (Max Flap Speed)
Enter the maximum speed that is permissible with the flaps extended.
Vs1 Speed: (Min Safe Speed, Normal)
Enter your minimum safe speed for normal flight of your aircraft
Vs0 Speed: (Min Safe Speed, Landing)
Enter your minimum safe speed for landing your aircraft
Vs Alarm:
This enables or disables Vs Alarm.
Vne Alarm:
This enables or disables the VNE alarm.
Cal:
During the factory calibration a factor has been determined and entered here that will give you accurate airspeed, pro -
vided your pitot tube is not influenced by pressure effects caused by airflow around your airframe. The calibration is dis-
played in % of the reading, you can increase or decrease the reading if required to help cancel out under or over reading
of the airspeed indicator on your aircraft. The original calibration factor has been written onto the bac of your instrument.

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4.6 RPM Setup
Display:
Select if you want the RPM to be displayed in “RPM”, “PERCENT” or “OFF” to disable it.
RPM 100%:
Select the maximum value that you want the RPM to correlate to 100%. This is only shown if “Pe cent” is selected for dis-
play.
High Alarm:
This enables or disables the RPM high alarm.
High Alarm:
Enter the RPM threshold for when the high alarm must be activated. Any RPM value above this value will activate the
alarm.
High Caution:
Enter the RPM value for the high caution. This is the lower value of the upper yellow band.
Low Caution:
Enter the RPM value for the low caution. This is the upper value of the lower yellow band.
Low Alarm:
This enables or disables the RPM low alarm.
Low Alarm:
Enter the RPM threshold for when the low alarm must be activated. Any RPM value below this value will activate the
alarm.

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Pulses/Rev:
Enter the number of pulses per RPM. For engines with an uneven number of cylinders li e three cylinder four stro e en-
gines you can enter values containing fractions (usually 1.5 in this example). Most four stro e engines would generate
one pulse for every two revolutions per cylinder. A four cylinder automotive four stro e engine would thus generate 2
pulses per revolution. A typical Rotax DCDI two stro e engine would generate 6 pulses per revolution. The well nown
Rotax 912/914 engine generates one pulse per revolution.
Increment:
Select the step size between successive RPM values eg. if the RPM value is 4003 RPM and the “RPM INCREMENT” is 5
then the actual value shown is 4005 RPM.
Label:
Enter a label to suit your RPM so you can identify it easily.
Data:
Select the data source of the RPM signal. Options include internal (using the internal electronics within the FLIGHT-3) or
from an optional external RDAC unit.
RDAC Address:
Select the CAN address of the RDAC unit.

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4.7 Fuel Setup
nit:
Select your desired units for distance and fuel quantity. The following options are available:
L/sm: Litres and statute miles
G/sm: U.S. Gallons and statute miles
L/nm: Litres and nautical miles
G/nm: U.S. Gallons and nautical miles
L/ m: Litres and ilometers
G/ m: U.S. Gallons and ilometers
Fuel Flow:
Select if there is a fuel flow sender connected to the fuel flow input.
K-Factor:
The K-Factor is the number of pulses generated by the fuel flow sender for one Litre of fuel. The dual range fuel flow
sender supplied by MGL Avionics has a K-Factor of 7000 in the low flow mode (jet installed) and 1330 for the high flow
mode (no jet installed). You can use the K-Factor to calibrate your fuel flow sender. See the installation section for more
details on how to calibrate and install the fuel flow sender.
Mode:
Select if you want to measure fuel flow using a fuel flow sender or by using fuel injectors.
Injector:
Select whether the FLIGHT-3 fuel flow input is connected to the high or low side fired fuel injector.
Fuel Tank Setup:
Select this menu item to setup the fuel level for the fuel tan . See below for more details.
NMEA Baud:
Select the baud rate of your NMEA GPS receiver. Serial Comms must be enabled for the NMEA GPS to wor .
Data:
Select the data source of the fuel signals. Options include internal (using the internal electronics and Blaze connector) or
from an optional external RDAC unit.

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RDAC Address:
Select the CAN address of the external RDAC unit.
4.7.1 Fuel Tank Setup menu
Tank:
Select if the fuel tan has a physical fuel level sender connected to it or if the FLIGHT-3 must use a calculation based vir-
tual fuel tan . If you do not want any fuel level information then set this parameter to off.
Tank Size:
Enter the size of the fuel tan in your system. It is recommended to choose a size that is slightly less than actual size so
you can compensate for sender inaccuracies and give you a measure of reserve fuel.
Low Caution:
Enter the fuel level value for your fuel caution. Note that the fuel caution level will be displayed as a yellow bar on your
fuel level display.
Low Alarm:
Select whether to turn the fuel tan 1 low level alarm on or off.
Low Alarm:
Enter your desired minimum fuel value that you would li e to trigger the fuel low alarm. The fuel low alarm will result in the
flashing of the fuel level display and remaining fuel readout. You can also connect a warning lamp to the external alarm
output (see installation diagram). Note that the fuel low level will be displayed as a red bar on your fuel level display. This
level is over and above your “silent” fuel reserve.
Add To Range:
Select whether this tan adds to the fuel range calculation
Calibrate Tank:
See section 4.7.2 on how to calibrate the fuel level senders.
Tank Filter:
Select the damping factor for the fuel level. A selection of none, low, med or high can be made.
Litre Res:
Select the resolution of the Litre unit. 1L or 0.1L

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4.7.2 Calibrating the fuel level sender
The fuel level sender needs to be calibrated before it can be used with this system. The
calibration allows the system to learn the shape of your tan as well as any errors your
fuel level sender or installation has.
Regardless of your use of a fuel flow sender, you can install a fuel level sender into your
fuel tan . These level senders are inexpensive and are available as after mar et
replacement fittings from a car spares outlet. We recommend the senders available from
VDO.
Be aware that some makes of cheap level senders can prove troublesome, as the lever arms tend to be stick .
This prevents the floats from floating on the surface of the fuel at all times. As a consequence, this will lead to in -
correct fuel level indication.
Adjusting calibration points automaticall
Select “SENDER” for the mode menu item. Once you have installed a fuel level sender into your tan , ma e sure the float
can travel all the way from empty to full position without hindrance of any ind. The calibration procedure should be car-
ried out with your aircraft in flight attitude. This means you need to lift the tail if you have a tail-dragger or lift the nose
wheel if you have a weight shift tri e.
Calibration procedure
Start the calibration procedure with an empty tan .
Add five Litres of fuel (our reserve quantity) using a suitable measure. Ma e sure the measure is suitably accu-
rate. This is now the “level sender reading at 0 Lt” position. Move the highlight to this position and wait until the
sender reading has stabilized (You will see the sender ADC reading at the top). This could ta e up to a minute so
have patience.
ENSURE THAT THE FLOAT IS NOT SUBMERGED AND IS FLOATING ON TOP OF THE FUEL LEVEL.
Should this number not react to changes of your level sender position, then you have a problem. Please chec
your wiring according to the installation section of this manual. You should expect the number to change in the re -
gion of at least 20 to 60 counts per calibration position. If the number does not change with fuel level or only
changes a very small amount – chec your installation. Something is not right!
•If you see the number changing then everything is well. Once it has stabilized and the highlight is on the 0 L posi-
tion, press the rotary control to transfer the reading from the sender to the calibration point.
•Now you are ready for the next step. Add the required amount of fuel to get to the next level (In our case 9 Lt – this
is 20% tan capacity). Once done, wait for the reading to stabilize and press the rotary control again after you
have moved the highlight to the “9 L” position.
•Proceed in a similar manner until you have reached the last calibration position at 100% tan capacity.
You are done!
To finish our calibration, exit the calibration function.
The instrument uses the 6 calibration points to wor out a correction curve that ta es into account the tolerances of your
fuel level sender and the shape of your fuel tan . This results in an incredibly accurate and usable fuel level display that
far exceeds that available from ordinary dial type gauges.