TruTrak 8300-056 User Manual

EFIS

Installation & Operation Manual

8300-056 Rev B

TRUTRAK FLIGHT SYSTEMS

1500 S. Old Missouri Road

Springdale, AR 72764

Ph. 479-751-0250 Fax [phone]

www.trutrakflightsystems.com

INSTALLATION MANUAL

FOR

EFIS

TABLE OF CONTENTS

OPERATION OF THE BASIC FLIGHT INSTRUMENT ..............1

THE DISPLAY .................................................................................2

MECHANICAL INSTALLATION CONSIDERATIONS ..............3

PITOT AND STATIC CONNECTIONS.......................................... 3

RFI/EMI ............................................................................................3

OPERATING CONTROLS .............................................................. 4

GPS INFORMATION.......................................................................5

SL 30 INFORMATION ....................................................................5

AUTOMATIC ARRIVAL TRANSITION.......................................6

SETUP SCREENS ............................................................................7

EFIS SOFTWARE UPDATES.......................................................10

ELECTRICAL PIN-OUT................................................................11

EFIS WIRING DIAGRAM.............................................................13

EFIS PILOT’S GUIDE ...................................................................19

RETURN MERCHANDISE POLICY AND PROCEDURE.........21

Revision Date Description Page #

A 07/0/1/2008 Initial Release

B 02/12/2009 Updated pictures & added SL 30 All

OPERATION OF THE BASIC FLIGHT INSTRUMENT

As with our autopilot products, extensive attention has been given to providing the
simplest operation. No sequential pressing of buttons is required to reach basic control functions
and no additional button pressing is required to set values. Starting with a clean sheet of paper the
layout of controls (two knobs and five soft keys) is sufficient to handle all EFIS and built in
autopilot control functions.

On the basic flight instrument the right hand knob is primarily dedicated to setting the
barometer and the left hand knob is primarily dedicated to setting the direction bug. Pressing the
ALT soft key sets the altitude bug to the 100 foot mark nearest the present altitude. This setting
is entered into the active state by pressing the right hand knob. If the intent is to select an altitude
the ALT button is pressed and the right hand knob is rotated to select the desired altitude. (with
the knob out steps are 500 feet and with the knob depressed steps are 100 feet.) When the altitude
has been set press the knob to ENTER the value. It will be noted that when any value is to be set
a screen showing the selection to be made will appear above the appropriate knob.

When the aircraft is within 30 miles of the destination fix the CRS labels the soft key at the
far left. To select an arrival course different from the enroute course on the HSI press CRS and
then rotate the left hand knob. When the course is set press the knob to ENTER. A computer
generated arrival procedure in which steering from the enroute course to the selected runway is
described in the special functions section.

Just above the left knob is the label [DIM] in small print. To set the dimmer press and
hold the knob in for approximately one second, then rotate to set the desired light intensity.
When this is done press the knob to exit the set mode.

When there is NO GPS FIX the directional gyro operates in the free gyro mode, and the
label above the far left soft key is SET DG. When this button is pressed the left knob is used to
set the DG to the magnetic compass. As is the case with any free gyro this procedure is to be
repeated periodically as required.

TruTrak Flight Systems 1 EFIS Installation Manual
February 2009 8300-056 Rev B

THE DISPLAY

Consider first the pitch display. Motion of the pitch display short term is gyroscopic as it must be to fly in
IMC. Long term it is VSI. This is a special case of a presentation used in the military called VELOCITY VECTOR.
This display has two advantages. The first is that it provides an instantaneous vertical speed presentation. The
second is that when the reference airplane is on the horizon the aircraft is neither climbing nor descending. This
eliminates the need for adjusting the position of the pitch reference airplane to compensate for the angle the
fuselage is flying. The resulting benefit of this concept is that it makes holding altitude easier (not only in straight
flight but also in turns). It is a fact that next to AOA, airspeed provides the best warning of approaching a stall. For
this reason the airspeed pointer flashes red when a pre-set minimum airspeed safely above a stall is reached.
There are critics of this concept who believe that attitude is an indicator of approaching a stall. NOT SO, attitude
alone is not at all such an indicator.

The HSI is
placed below the
horizon as in the larger
more expensive
displays. It is in the
form of an ellipse for
two reasons. First, an
ellipse when compared
with a circle of the
same height provides a
broader scale at the top
where it is read.
Second, it looks as a
circle would when laid
out on the ground
ahead of the aircraft.
When a DIRECT TO or
FLIGHT PLAN is set
into the GPS this
display becomes an
HSI. The boldness of
this high quality display
in combination with its
location enhances the
flyability of the overall
instrument. Finally, the
HSI contains features that make functions available that are not found in other low cost systems. These are
described in other sections.

better. It will be noted that after having tried other presentations the automobile industry is back to round
instruments. Nothing in the modern world of vertical tapes compares with the dynamic effect of a white needle
moving around a black altimeter dial. As a target altitude is approached it is natural for the pilot to slow the needle
velocity so as to arrive at the altitude without overshoot. The difference is that in this system the dials rotate about
fixed pointers, but the relative motion retains the same effect as the moving pointer. In addition, the rotating
altimeter dial further enhances the motion factor. To satisfy personal preference the display can be switched back
and forth between round and rectangular, even in flight. Of those who have tried both the choices have been
almost unanimous in favor of the round.

indicators move outward on the bank angle scale as airspeed increases. Placed above the bank angle scale is an
inclinometer that looks just like a conventional ball in a curved tube.

Still another convenient feature is the optional presentation of important engine data in the pilot’s direct field
of vision displayed across the top of the instrument.

The analog presentations of airspeed and altitude are based on the belief that in some cases round is

Within the bank angle scale indicators are inserted which show the angle for a standard rate turn. These

TruTrak Flight Systems 2 EFIS Installation Manual
February 2009 8300-056 Rev B

Mechanical Installation Considerations

PROGRAMMER INSTALLATION

Mounting Considerations
The EFIS Series unit is designed to mount in the aircraft instrument panel within view and reach of the

pilot. The primary unit location should minimize pilot head movement when transitioning between
looking outside of the cockpit and viewing/operating the EFIS Series unit. Maximum recommended
viewing angle should be no more than 20 deg. The maximum mounting angle the EFIS can accommodate
is 12 degrees longitudinal axis and 0 degrees lateral axis. The location should be such that the EFIS Series
unit is not blocked by the glare shield on top, or by the throttles, control yoke, etc. on the bottom. Use
aircraft installation standards for mounting and support of the EFIS programmer.

Wiring Considerations
Use AWG #24 or larger wire for all connections unless otherwise specified. The standard solder pin

contacts supplied in the connector kit are compatible with up to AWG #18 wire. In cases where some
installations have more than one component sharing a common circuit breaker, sizing and wire gauge is
based on, length of wiring and current draw on units. In these cases, a larger gauge wire such as AWG
#20 may be needed for power connections. Do not attach any wires to the outside of the EFIS or route
high current wires within six (6) inch of the programmer. Ensure that routing of the wiring is not exposed
to sources of heat, RF or EMI interference. Check that there is ample space for the cabling and mating
connectors. Avoid sharp bends in cabling and routing near aircraft control cables. Do not route the COM
antenna coax near any EFIS components.

RFI/EMI considerations

The EFIS programmer is shielded and does not generate any appreciable level of electromagnetic
interference. The EFIS itself has been internally protected from RF interference and has been tested
under fairly extreme conditions, such as close proximity to transmitting antennas. However, it is always
good practice to insure that such antennas are properly shielded and not routed directly over or under
sensitive panel-mounted electronic equipment. Most problems in this area are the result of improper RF
shielding on transmitting antennas, microphone cables, and the like.

Pitot and Static Connections

The TruTrak EFIS require connections to the Pitot and
static lines. The preferred method of this connection
would be tee fittings near the aircraft’s airspeed indicator.
The importance of a good static port and line cannot be
overstated. In some cases, problems can be caused by
having a large number of devices connected to a single,
insufficient, static port. In other cases, the static line itself
is adequate but there are one or more devices connected to
the same line, one of which has a large static reservoir. A
simple remedy for this problem if it occurs is a tee-fitting
near the static port, and a dedicated line to the EFIS only or
a dedicated static port close to the autopilot. Obviously, an
insufficiently-large orifice coupled with large static
reservoirs can aggravate the problems associated with lag. PITOT STATIC

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February 2009 8300-056 Rev B

Operating Controls

As with our autopilot products, extensive attention has been given to providing the simplest operation.
No sequential pressing of buttons is required to reach basic control functions and no additional button
pressing is required to set values.

BARO & TRK SELECTION

In the TruTrak EFIS display,
both barometer BARO and
direction TRK, the green
triangle bug, are directly set
by rotation of dedicated
knobs.

DIMMING

Dimming of the display is
accomplished by press and
release of the left knob
[DIM] and then rotating the
knob Counter Clock wise to
reduce the display
illumination. External
dimmer input will only
control the button
illumination.

DIRECTION GYRO

Normally this adjustment will not be necessary as the HSI will be slaved to a GPS NMEA source. If there
is a loss of the GPS source then the internal gyro backup will maintain the DG. Depressing the soft key
beneath SET DG provides a screen for correction any drift in the DG that may occur. Natural progression
will be reduced with repeated DG SET.

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ALTITUDE BUG

Depressing the soft key beneath ALT provides a screen for
selecting the altitude bug. The bug will move to the closes 100
ft mark of the current altitude. Then rotating the right hand
knob SELECT ALT will allow the altitude to be selected.
Each step of the rotary encoder moves the bug 500ft. while
depressing the knob provides 100ft. steps. The altitude bug will
never move out of view but will remain ether at the top of the
altimeter to indicate selected altitude is above current altitude or
the bottom to indicate selected altitude is below current altitude.
The selected altitude can always be seen above the ALT on the
display.

GPS INFORMATION

The HSI requires GPS NMEA information to function correctly.
If the primary serial connection and communication protocols
have been setup correctly, the EFIS screen will display NO GPS
FIX until the GPS unit has acquired satellites. Then the display
will show GPS/HSI information as shown. If not then the
Display will show NO GPS and only the DG will be operational.
When a flight plan has been entered into the GPS the HSI will
display a Course to the first way point. The deviation bar will
offset to show the aircraft present position compared to the
desired track. The yellow diamond bug shows bearing to
waypoint. Setting the HSI CRS pointer is accomplished by
pressing the soft key beneath CRS to enter the set up screen.
Rotation of the left knob selects the course.

SL 30 INFORMATION

If the serial wires are connected from a SL 30 NAV/COM. The
EFIS will have VOR or ILS above the CRS label. Press and
HOLD the button to display this information on the HSI.

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February 2009 8300-056 Rev B

AUTOMATIC ARRIVAL TRANSITION

In an aircraft tracking a course
inbound to a destination airport, the
letters CRS will appear above the far
left soft key when the distance
becomes less than 30 miles. When
CRS is showing the autopilot can be
programmed to fly a transition from
the enroute arrival course to a
selected arrival course set into the
HSI. This is not intended to be used
in an IFR approach but instead as a
convenience for the low time pilot in
arriving at an un-familiar airport or
for the over loaded pilot in marginal
VFR weather.

To initiate the automatic
arrival mode, press CRS, select the
desired inbound runway course, and press APPR. The autopilot will now fly the entire arrival path to
the desired runway. An additional feature of the automatic arrival mode can be used to position the
aircraft according to the desired right or left hand pattern. After setting the inbound course press ENTER
instead of APPR to remain in track mode. Once the desired aircraft position is established, press CRS
then APPR to initiate the automatic arrival. This procedure works regardless of the direction of the
inbound course and that of the selected approach course to the airport.

PRESS CRS – SELECT COURSE – PRESS APPR

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