MGL Avionics EFIS G2 User manual

MGL Avionics EFIS G2 and iEFIS
Guide to using the MGL RDAC CAN interface with the
UL Power engines

General
The RDAC CAN interface forms the bridge between the UL Power ECU and an MGL Avionics
G EFIS system and iEFIS systems.
The RDAC CAN interface provides the following:
a) CAN bus Interface to ULP ECU A with fallback to ECU B on ECU A failure
b) Interface to ULP ECU system via RS 3 port
c) fuel level sender inputs with internal pullups suitable for resistive senders. Pullup
resistors can be disabled via dip switch allowing senders with a voltage output to be
connected.
d) Input for a DC current monitor centered around .5V (range 0.5-4.5V).
The RDAC CAN emulates the RDAC XF system.
Data connections:
Connect the RDAC EFIS CAN to the CAN interface of the EFIS.
Observe CAN bus termination resistor recommendations for this connection.
UP Power engine data
The RDAC CAN provides the following engine data from the UL Power interface:
RPM
Please configure your EFIS for 1.0 pulses per revolution.

Fuel flow rate
Please configure your EFIS for a K-factor of 7000 using the “turbine” option.
Manifold air pressure
No EFIS configuration is needed. Please set manifold calibration to zero unless you have an
accurate reference source. In that case you may use the calibration as needed.
Note: This item requires an optional engine monitoring module available from UL Power.
Oil pressure
Please configure your EFIS for “Probe type: Linear 0-5V”. Pressure sender range is 10 bars.
Oil temperature
Please configure your EFIS for “Probe type: LM335 semiconductor”.
EGT 1,2,3,4,5,6
No configuration is needed other than the usual range settings. The EGT senders are
mapped to channels TC1, ,3,4,5 and 6.
Note: These items require an optional engine monitoring module available from UL Power.
HT 1,2,3,4,5,6
No configuration is needed other than the usual range settings. The EGT senders are
mapped to channels TC7,8,9,10,11 and 1 .
Note: These items require an optional engine monitoring module available from UL Power.
Engine ambient temperature
This signal is mapped to AUX . Configure AUX as LM335 probe.
Throttle position
A value from 0-100. This value can be observed in the diagnostics.
Engine ambient pressure
This value can be observed in the diagnostics. It is displayed in Hpa.
Fuel pressure
Please configure your EFIS for “Probe type: Linear 0-5V” and a suitable range for the fuel
pressure (from your engine specifications).

Functions provided b the RDAC CAN
The RDAC CAN provides a number of additional sensor monitoring inputs on the D- 5
connector.
Fuel level sender inputs
These inputs are marked “FL1” and “FL1”.
These are intended for connection to resistive fuel level senders. The RDAC CAN provides
internal pullup resistors (470 ohms to 3.6V). These pullup resistors are switched into the
circuit if the internal DIP switch array 7 and 8 are in the “ON” position.
If the switches are “OFF” it is possible to connect electronic level senders with a voltage
output provided the output voltage is in the range of 0V to about 3.3V.
The fuel level sender readings are presented to the EFIS in a fashion compatible with the
RDAC XF.
D current monitoring input
Connect a DC current monitoring sensor to input “Curr ”. The current sensor should produce
a voltage of around .5V for a zero current and increase or decrease this voltage depending
on the magnitude and direction of the current. Range is 0-5V.
Perform zero and gain calibration in the EFIS Voltage/Current setup as required.
Connector pins
DB9 connector
1 Ground
+1 V
3 RS 3 RX (connect to RS 3 TX from ECU)
4 No connection
5 No connection
6 CAN EFIS Low
7 CAN EFIS High
8 CAN ECU Low
9 CAN ECU High
Note: Should both the RS 3 as well as the CAN ECU be wired and data is received on both,
data sent to the EFIS will be that received on the CAN side.
DB25 connector
1-7 No connection
8 Current sensor input
9 Not used (reserved for future use)
1 Fuel level sender input
13 Fuel level sender 1 input

10,11,14- 0 No connection
1- 5 Ground (same ground as power supply ground on DB 9).
LED states
The RDAC CAN has a LED lamp next to the DB-9 connector. This LED can be used do
diagnose fault and connection issues.
The LED has a two second period in which it flashes once, twice or three times depending on
condition.
LED flashes once:
RDAC CAN has power and processor is working. No communications to either ECU or EFIS.
LED flashes twice rapidly:
RDAC CAN has power and processor is working. Receiving data from ECU (either via CAN or
RS 3 ) . Not connected to EFIS.
LED flashes twice slowly:
RDAC CAN has power and processor is working. Receiving data from EFIS. Not receiving
data from ECU (Engine RPM transmitted as 9001 in this case to inform pilot).
LED flashes three times:
RDAC CAN has power and processor is working. Receiving data from ECU and EFIS.
LED is off:
RDAC CAN is not powered or faulty.
LED is on:
RDAC CAN is powered but processor is not working or halted. The halted condition may
occur in some cases if CAN wiring is incorrect preventing the processor from joining the CAN
network after application of power (In this case the wiring is such that the network appears
"busy" all the time. In this case try powering the RDAC after removing the CAN network - if
the LED flashes then please check the CAN network wiring).
Grounding the RDAC CAN
Engine ground is deemed to be hazardous to EFIS systems. For this reason ensure that there
is no direct ground connection between the engine block and the RDAC CAN device.
Connect the RDAC CAN do the engine only by means of the two CAN data lines. This
assumes that the engine block is grounded to the battery negative and the avionics supply
bus also has a connection to the same battery negative. There must not be any other ground
connection between the engine and the avionics as this could cause large currents to flow in
the avionics grounds and this in turn can cause serious damage.
If you are using a shielded cable to connect the RDAC CAN to the ECU, ensure that the
shield is grounded on one side only so it does not form an electrical ground connection
between the RDAC CAN and the engine block.

Power suppl requirements for the RDAC CAN
Nominal 1 V DC. Range: 8.5V to 36V. Voltages above 16V may only be applied short term
(less than 30 seconds below 0V, less than 5 seconds to 36V).
Power supply must be filtered and free of surges, spikes and noise.
Current consumption: 50mA typical, maximum 70mA with fuel level senders grounded and
pull up resistors switched on.

RDAC CAN dipswitch assignment
The RDAC CAN may be assigned as RDAC 1, ,3 or 4 by means of DIP switches 1 and .
Note: Odyssey/Voyager support only RDAC 1 and .
Switch RDAC 1, RDAC 3,4
1 off or on off
off on
DIP switch is used to select RDAC 3 or 4 unless “Both ECUs” is selected
Switch
3 off Send data as RDAC 1 or 3 (depending on switches 1, )
3 on Send data as RDAC or 4 (depending on switches 1, )
The normal mode of operation is switch 3 “0ff”.
Dip switch 4 selects the ECU if not set to “Both Lanes”
4 off ECU A, fall back to ECU B if ECU A fails
4 on ECU B, fall back to ECU A if ECU B fails
Dip switch 5 selects “Exclusive lane mode”
5 off Normal mode, use fall back in case of failure
5 on Dedicate RDAC to Lane (Dip switch 4), never send data of other ECU.
Dip switch 6 selects “Both Lanes”.
6 on Mode selected as above
6 off Both ECUs. Dip switches 3,4,5 are ignored.
Typical connection for a UL Power engine (Single engine aircraft):
Switch 1 on. Switches ,3,4,5,6 off. Data appears as two RDACs (RDAC 1 and RDAC ) for
ECU A and ECU B. Configure the EFIS to show RDAC data as needed.
Alternative:
Switches 1,6 on, switches ,3,4,5 off
Data appears as RDAC 1. ECU B data will be sent if ECU A fails.
“Both E Us” operation
The RDAC CAN behaves as two RDAC units (RDAC 1 and or RDAC 3 and 4 depending on
switches 1 and ).
ECU A is RDAC 1 or RDAC 3
ECU B is RDAC or RDAC 4
If ECU A data fails, ECU B data is sent as ECU A (I.e. It is duplicated).

If ECU B data fails, no data is sent on ECU B.
Status LED
The RDAC CAN has a greed status LED indicator.
Single flash: RDAC CAN is powered and working but there is not data received on the ECU
CAN bus.
Double flash: RDAC CAN is powered and working, data is being received on the ECU CAN
bus.
Error codes
The RDAC CAN interface transmits the value 9001 as RPM in case there is no data received
from a UL Power ECU.
As the EFIS should be setup for 1.0 pulses per revolution (RPM setup menu) this results in
the value 9001 displayed on the EFIS in this case.
If no data is received from the Rotax ECU for one second, all values will be transmitted as
“zero” (except for the RPM which is transmitted as 9001).
Tip: If the RPM overs peed alarm is set and enabled, this will trigger the alarm on the EFIS.
G2 EFIS setup
The G EFIS (Odyssey/Voyager) have two RDAC inputs intended for use with MGL's
traditional RDAC systems.
Starting from RDAC model XF, the CAN bus is favored for the RDAC data feed connection.
The G needs to be told that you would like to use the CAN bus for the RDAC. You do this in
the “Engine monitoring setup”:
There is no setup required for the iEFIS as the iEFIS uses only the CAN bus for RDAC
connections.
With the traditional RDAC devices fuel pressure input and current sensor inputs used spare
RDAC inputs and this required selection of the inputs as needed.
With the CAN based RDAC units this is not required as the CAN based systems have
dedicated inputs for these senders and the input selections are blanked out.
Note: G RDAC on CAN bus is supported from software version 1.1.0.0 or higher.

UL Power ECU diagnostics
The UP Power ECU transmits various status messages. These can be observed in the
“RDAC CAN ECU status information” in the diagnostics menu.
The engine type identification number in the ECU diagnostics is "100".
Device status 1 right most byte:
(ULP ignition status)
00000000 all on
00000100 ignition 1 off
00001000 ignition off
00001100 all off
Sensor status 1 right most byte:
00000001 Airtemp sensor fault
00000010 Throttle position sensor fault
00000100 MAP sensor fault
00001000 Oil temp sensor fault
Above states can be combined in case of multiple sensor faults.
Note: All other status, hour counters etc fields in the diagnostics are not used with the ULP
engines at this point and read zero.

CAN bus primer
The CAN bus (Controller Area Networking) was defined in the late 1980 by Bosch, initially for
use in automotive applications.
It has been found to be very useful in a wide variety distributed industrial systems and is
becoming popular in avionics applications due its robustness and ease of use.
The connection uses two wires which are twisted around each other. This forms a “balanced
transmission line”. It helps to reduce emissions and also makes the link more robust against
external interferences.
The CAN bus is always implemented as a single cable allowing only short stubs to connect to
equipment along the route. Never implement a CAN bus as a “star” or other wiring topology.
The CAN bus requires termination resistors at each end of the bus. These are to be 1 0 ohm
resistors. 1/4W or 1/8W resistors are usually used here. The resistors must be installed at
each end of the bus, not in the center or anywhere else.
For short CAN runs (less than three meters) it is possible to install a single resistor of lesser
value (not less than 60 ohms) at any location in the cable run.
The two wires are referred to “CAN High” and “CAN Low”. These must connect to the
corresponding lines at the devices. Never swap these connections (I.e. Never connect CAN H
to CAN L at any device) as the CAN bus will not be able to function.
Never run the CAN bus connection inside a wire harness next to sensitive connection such as
audio or signal wires. Never run the CAN bus next to RF cables.
Making twisted wire
It is very easy to make your own twisted wire. Simply take two equally long wires (for example
5 meters) in parallel and tie one end (both wires) to a fixture (a door handle works well). Insert
the other end (both wires) into a drill. Stretch the wires so they are straight. Run the drill for a
few short bursts at slow speed and you have a created a perfect twisted pair !
Shielded, twisted wires
It is possible to purchase shielded, twisted wire. This can be used in applications where there
may be electrical noise issues. In this case we advise to connect the shield to ground AT A

SINGLE LOCATION ONLY. This prevents creating a “ground loop” which can cause EMI
issues.
Basic wiring checks
You can use a volt meter to perform basic checks on a CAN connection.
With at least one device connected and powered you should be able to measure voltages of
around 1.0 – 3.0 volts on each cable with respect to ground. The voltage should appear very
similar on each connection.