Advanced Flight Systems - v17 software, and UL Manifold Air Temperature readout

I am excited... like really excited.

Advanced has released v17 software.  I have it loaded on a stick and ready to go (well two sticks, one for each display).

v17 provides support for Airmate charts and maps.  This is so incredibly cool.  Why do you ask?  Well I am glad you did...

The problem with Advanced is they only provided support for Jeppesen and Seattle Avionics charts.  Jeppesen is super expensive, and Seattle Avionics does not support Canada.  Seattle Avionics were threatening to support Canadian charts, but it never happened.

Airmate supports Canada.  In fact, I helped a friend install Airmate charts on his Dynon Skyview classic a couple weeks ago.

The next challenge is the UL Manifold Air Temp (MAT) gauge.  For the turbo engine, UL repurposed a canbus value for the MAT, as it is needed for the turbo engine.  This gauge will tell me how the intercooler is working, so its pretty damn important.  Ideally the inlet air temp needs to be less than 65 degrees C.

UL informed Advanced of the issue... some how it was missed, or forgotten, or omitted.  I dont know which, and at this point I really dont care.  I have been asking UL regularily when this will be available, and the answer was always soon.  But in fairness, I was not ready to use it yet.  Now I am.

v17 was their priority, and said they would get to it soon.  I receive an email today (Jan 29) that some if not all the support may already be present!  Dynon supports it on the EMS, and in their core code that Advanced uses.  So its down to display... and that may already be there as well.  They want me to test it and advise.... I'm on it!  That is the goal for today (one of the goals...).

Next piece of coolness... Advanced is going to support the AV-30 ADAHRS data as a backup to the main ADAHRS.  This means that I will have 2 ADAHRS, and that was the last piece I needed for a fully IFR capable panel.  I asked what wiring changes are needed, and the answer is... NONE!  Bada bing, bada boom.  This is down the road a bit...

Also need to check on the go around button, and the remote ident button for the Tailbeacon X.

All of this stuff is REALLY COOL.  Canadian maps, MAT support, 2x ADAHRS... that ticks a bunch of items off my list...

Updated to v17 last evening, and the MAT works!

Also remembered to additional features I am looking for from Advanced...

1. TOGA functionality.  I already have a button wired.

2. Remote IDENT for the TailbeaconX.

UL ECU Update and Issues

 Up until now, all of my interactions with UL Power have been excellent.  Super responsive (considering time zones), and reasonable.

UL changed a number of ECU parameters last year, and mine had to go back to the factory in Belgium for a software update.  So I packed it up in March, and UL arranged for everything else.

In May, I reinstalled the ECU.  Everything appeared fine... but the CANBUS feed from the ECU was now on lane B and not lane A.  I also thought there were a bunch of sensor failures (but that turned out to NOT be the case).

UL claimed that the CANBUS lane A / B decision is made via the cable.  After some sleuthing on the diagrams I found the pins and checked - no jumper.  UL then stated they were going to test with my version of hardware - and they found the issue.

The explanation given:  I have board version 63, and they are now on 64.  They added additional input ports, which shifted the CANBUS lane A / B jumper.  

The label on the ECU says

HW ver 1-63

SW ver 07-022

Based on my experience in over 30 years of dealing with hardware and software issues, there are more issues than what I am being told.  They GUARANTEE everything is fine, and no need to update the ECU software.

I do not agree.

I am trying to stay positive on UL as 1 bad experience should not taint all of the good things they do and have done.  But this has definitely left a bad taste with me.

UL Power - Turbo Pressure and Wastegate Pressure Ports

The UL Power Installation needs a couple pressure ports for sensing.

• 1 is plumbed from the throttle body to the ECU (aka turbo pressure)
• 1 is plumbed from the throttle body (which appears to be at the same point as the above point) to the boost controller (aka turbo pressure)
• 1 is plumbed from the waste gate to the boost controller, but it is T'ed in with the above line coming from the throttle body (I believe this is turbo pressure, mixed with waste gate pressure)
• The Aux box has a port that needs to be plumbed to a static source.  I am NOT plumbing this to the main static system, due to the Canadian regs requiring a 2 year pitot static test.  I will probably end up plumbing in a 2nd static system just for this line, but that is TDB currently (this one is just ambient pressure)

The bizarre part of this... the lines for the ECU and boost controller are different types.

• ECU:  Appears to be a standard AN3 fitting with stainless steel braided line.  
• Boost controller:  Silicon hose.  2 ports on the boost controller, 1 to the throttle body and the other to the waste gate.

This is the UL documentation (just one page that attempts to show it all):

The engine comes with the hose and ends, but nothing to bridge the firewall.  I used an AN-3 bulkhead fitting.  Before anyone gets all judgementy on me, my plexiglass firewall is still in place so all of this is considered mock up.

Connection to the ECU (looking down from where the forward windscreen would be).

Engine connection

For the two lines coming from the boost controller (one to the wastegate, and the other to the throttle body), since they are just 1/4" hose I use qty 2 AN-4 bulkhead fittings, with qty 4 Phenix push on fittings.  I used these on my header tank, and they are impossible to get off.  And I mean impossible.

These two fittings are outboard of the firewall accessory frame (which lines up with the cage tab mounting inboard of the engine mount.  Almost a straight shot from the boost controller sitting on the shelf, just aft of the ECU)/

All of this is just temporarily attached for overall fitment.

One more day until the engine comes off (fingers crossed, weather dependant).

What's left to do tomorrow:

1. Throttle firewall penetration
2. Cabin heat cable firewall penetration
3. Alternate air cable firewall penetration

Then I should be good to go... fingers crossed.  Then it all comes apart...

Wiring / Cleanup

I have been working on cleaning up the wiring mess I created for myself.  I call it 10 lbs of poop in a 2 lb bag.  But realistically, if you add up the weight of all the avionics and wiring its probably closer to 30 lbs all in.  Not that I have weighed it.

Having a super light engine, my plan was to move as much forward as possible to help offset the weight.  Between the panel and the firewall are the following components:

• 2X 10.3" displays
• Backup EFIS
• Prop controller
• Advanced ACM
• UL ECU, boost controller and aux box
• COM radio
• Room for IFR GPS and NAV/COM
• Avionics backup battery
• Header tank
• Audio panel
• EMS
• ADSB receiver
• Hall effect sensor
• GPS 2020 receiver
• Skyview expansion bus
• And all the normal 'stuff'.

Add all that together, and its 10 lbs of poop in a 2 lb bag.

Top down view of the mayhem...

The relatively clean panel hides the mayhem that hides behind it.

The GOOD news is everything works.  All the avionics are connected, the ECU is talking to the EMS, all the controls on the sticks do what they are supposed to.  Radio / audio panel / audio all works.  Servos are talking to the system.  Prop controller has power and just needs connection to the hub.  All of the lights (nav, strobes, taxi, landing, panel, overhead) all work.  Pitot heat is ready to go once the wings are attached and wiring finished.  ECU indicator lights.  Circuits for the engine and transfer pumps.  It all works.  Yay me.

It's not 'pretty' like I hoped it would be.  But to move the weight forward and contain it all between the panel and firewall is an extreme challenge.  If I could get rid of the ACM and use CANbus only, it would be way neater - but that is not the path I chose.

Once the weather dries out a bit, the engine will come off and the real firewall will go in, and then I can finish up the firewall forward wiring (fuel pumps, batteries, relays, shunt sense wires, prop controller, etc)

I am tired of wiring, and look forward to building parts again (which is totally ironic).

Merry Christmas.

CANbus / UL Power Integration

Finally got around to wiring the Dynon EMS-221 to the UL ECU.

The Dynon manual does not give a lot of detail, except the pinouts - and there are omissions.

Here is what came with the engine and harness:

On the EMS side, the manual gives some info on UL Power installations, but it is not overly helpful.  However, I asked Advanced specific questions about the ground wire, 120 ohm resistor, and shield from the UL side.  Below is what I got back.

This is what I followed.  I added the termination resistor (however, Advanced noted that they probably have many Rotax installs in the field with no resistor, and no issues), ground, and tied the shield to the EMS ground.

When I fired everything up, there was no obvious was to see the CAN bus status.  I poked around forever and nothing was obvious.  I had a 2AM brainwave that I needed to change the engine selection.  My PFD was set to '6 cylinder turbo', when it should have been 'UL 6 cylinder turbo'.  As soon as I changed that, I now had the option to select CANbus inputs for the different gauges and I could see that CANbus was connected and working.

As you can see, there is an OIL PRESSURE A and OIL PRESSURE B - where A is valid, and B is not.  I assume B is for if you have a 2nd ECU.  Confirmed on 12/6/2022 that the 'B' lane is for a 2nd ECU..

Everything appears to be working.  I have to set the limits on everything still, but that can wait until closer to first engine start.

UL Power - ECU Wiring

I thought the UL ECU wiring would be simple, and in some ways it is simple.  But as always, the devil is in the details.

Power:  The ECU has 6 wires that all need to be attached to an ECU switch.

Ground:  The ECU has 5 wires that go to ground.

FPCR (Fuel Pump Control Relay(s)):  The ECU can control the pump(s).  I opted to do so, but there is a 2nd bypass circuit around the relays just in case.

Ignition:  Circuits for left / right or 1/2 coils to switches (or a standard key switch).  Grounded they are OFF, open they are ON - just like a mag.

Aux box:  Provides ambient pressure.  Plus other things, but this is all I am using it for.

Boost controller:  Control line from the ECU to the Boost Controller, plus power and ground.

CAN-bus:  Data lines to grab engine data via CAN.

RS-232:  Separate RS-232 connection for an EFIS feed, or to use the UL-READ software.  I need to order this cable.

Discrete engine inputs:  Separate inputs for Engine RPM and fuel consumption.  I am not using these, as they are provided over the CAN-bus.

Dummy lights:  2 LED's.  1 for 'check engine' (which indicates a sensor fault), and 1 for 'low battery'.  I planned for both of these in the panel.  The ECU only provides a ground to activate these LED's, power is separate.

The above is the basic lay of the land.

Current schematic below.

At present, everything is wired except the key switch.

The challenges:

• The ECU is mounted on a tray forward of the instrument panel.  If it needs to be removed, take out the MFD, remove the two harnesses, loosen the bolts and its free.  You should be able to do all this sitting upright in the seat.
• Making the above happen is a challenge.  I had to route all the wires in two consistent bundles (one firewall forward, and one for the cockpit interconnects) and not running in 4 different directions.
• To do so, I fabricated some wiring 'braces' that everything is tie wrapped to.  But its all very condensed. Hopefully this works out.

Progress:

• Everything is wired for the ECU, and it powers up (the LED's flash upon startup).
• The next big step is to see if the ECU connects to the CANBUS on the EMS221.
• The wires are not in their final position.  I want to make sure everything works before doing the final tie wraps (hence no pictures, it looks pretty ugly right now)

What's left to wire:

• Magnetometer:  Cable is run, but needs to be shortened (ordered it too long)
• Fuel tank probes.  Wires to the EMS, needs to head out to the wings.
• Sticks:  Sticks themselves are wired, just need to route them and connectorize from the ACM (plus the pull downs from the audio panel, com, and ACM aircraft rear connector
• RF / antennas:  VOR, 2xCOM antennas.

Probably forgetting something, but its almost there.

Dynon EMS-221 Wiring

As Advanced Flight Systems is part of Dynon, it stands to reason that Advanced would use the Dynon EMS (Engine Monitoring System) unit.  Dynon has 2 flavors - the EMS 220, which is the standard unit - and the EMS 221, which has CAN-bus connectivity.  I need the 221.

The EMS-221 has 3 connectors:

1. DB9 for the Skyview Network connection
2. DB37 for all of the engine wiring (except CHT and EGT)
3. DB25 for CHT and EGT probes

1 and 3 are straightforward.  2 is interesting.

The UL ECU passes most of the engine data over the CAN-bus connection.  From the UL manual...

Bottom line:  There is very little for the EMS-221 to do, other than getting the CAN-bus data from the ECU.  Here is the pinout (only yellow items are planned to be used)

Basically current, voltage, fuel tanks, and CAN-bus.  I have a question into Advanced on whether or not I can use the 2 voltage pins, as these are on the ACM as well - so these might not be needed).

Everything is wired, except for the tank sensors.  Kinda need the wings for those...

I put the EMS on the bottom of the right hand avionics tray, thinking this would be easy to get to. Yeah, right.  Its not impossible, but definitely not easy.  Removing the ECU makes it easier.