Primary Glass Panel Engine Monitor (with In-Flight Data) MVP-50P Installation Instructions II 0425051 Rev. I: 02/05/09*** You must read this manual before installing or operating the instrument. This manual contains warranty and other information that may affect your decision to install this product and/or the safety of your aircraft. The MVP-50P is a FAA Approved Primary Replacement for Engine and Aircraft System Instruments 5.55" W x 5.15" H x 2.4" D Model #: S/N: Electronics International Inc.
Important Notice ***** MUST READ ***** Page 1 of 4 If you think it is not important to read this manual, you're wrong! This manual contains important operating information that may affect the safety of the pilot, passengers, aircraft, operation of the system or time to install the system. You MUST read the manual prior to installing this system. Any deviation from these installation instructions is the sole responsibility of the installer and should be done in accordance with AC 43.13.
Important Notice ***** MUST READ ***** Page 2 of 4 Before starting the installation make sure the unit will fit in the location you intend to install it without obstructing the operation of any controls. The MVP stores general information, checklists, weight and balance information and more. The pilot and/or owner of the aircraft is responsible for verifying that this information is accurate and complete.
Important Notice ***** MUST READ ***** Page 3 of 4 Fuel Level Accuracy Limitations: The accuracy limitations of the MVP are listed below. It is the pilot/owner’s obligation to make anyone flying the aircraft aware of these limitations. 1. Angle of Attack - The MVP must be calibrated with the aircraft in a cruise angle of attack. If the aircraft is in an angle of attack other than cruise, the MVP may display inaccurate fuel levels (depending on the mounting location and type of sensor used).
Important Notice ***** MUST READ ***** Page 4 of 4 Important Fuel Level Considerations: DO NOT RELY SOLELY ON THE FUEL LEVEL DISPLAYED ON THE MVP TO DETERMINE THE FUEL LEVELS IN THE AIRCRAFT. The use of the MVP does not eliminate or reduce the necessity for the pilot to use good flight planning, preflight and in-flight techniques for managing fuel. It is important the pilot adopt the practices listed below. If you are not familiar with these techniques, contact the FAA to acquire proper training. 1.
Contents (Page 1 of 3) Warranty/Agreement-------------------------------------------------------------------------------------- 1A 1.0 System Overview ------------------------------------------------------------------------------------1.1 MVP Description -----------------------------------------------------------------------------1.1.1 MVP Display ---------------------------------------------------------------------------1.1.
Contents (Page 2 of 3) 3.5 Connect the EDC Harness to the Fuel Flow Transducer: ----------------------------3.6 Connect the RFLM-4-x Harness to the EDC Connector and to the Resistive Fuel Level Sensor: -----------------------------------------------------------------------------3.7 Connect the EDC Harness to the Capacitive Fuel Level Probe: ---------------------3.8 Connect the EDC Harness to the P-300M Fuel Level Senders: ---------------------3.
Contents (Page 3 of 3) 7.0 Troubleshooting --------------------------------------------------------------------------------------7.1 MVP or EDC Problem -----------------------------------------------------------------------7.2 Pressure Problem with one Function ------------------------------------------------------7.3 Temperature Problem on all Channels ----------------------------------------------------7.4 Temperature Problem with one Function ------------------------------------------------7.
Warranty / Agreement Electronics International Inc. (EI) warrants this instrument and system components to be free from defects in materials and workmanship for a period of one year from the user invoice date. EI will repair or replace any item under the terms of this Warranty provided the item is returned to the factory prepaid. 1. If you do not agree to and accept ALL the terms of this Warranty/Agreement, DO NOT Install Product..
8. Electronics International is not responsible for shipping charges or damages incurred under this Warranty. 9. No representative is authorized to assume any other liability for Electronics International Inc. in connection with the sale of Electronics International Inc. products. 10. You must read the entire Installation and Operating Instructions for this instrument.
System Overview 1.1 System Description 1.1.1 MVP Display: 1.1.2 EDC-33P: 1.1.3 Probes, Transducers and Modules: 1.1.4 Wiring & Extension Cables: 1.2 Operational Overview: 1.3 Installation Overview: 1.4 Password Protection: 1.4.1 Level #1 Password (Maintenance): 1.4.2 Level #2 Password (OEM/Experimental): 2 1.
1.1 System Description: The MVP-50P Glass Panel Engine Monitor installation consists of four major components: the MVP Display, the Engine Data Converter (EDC-33P), the Probes, Transducers & Modules, and the Wiring and Extension Cables. 1.1.1 MVP Display: Master Warning Light To Pwr & Gnd GPS Audio Panel Master Caution Light The MVP-50P (MVP) display measures 5.55" wide by 5.15" high by 2.4" deep and is designed to be mounted from behind the aircraft instrument panel.
1.1.3 Probes, Transducers and Modules: The various probes, transducers and modules are mounted in the aircraft at appropriate locations. 1.1.4 Wiring & Extension Cables: The extension cables and wiring provide the connections from the probes, modules or direct connections to the EDC inputs. Once the Wiring and Extension Cables are installed into the aircraft they become semi-permanent. Everything else (MVP, EDC, Probes and Modules) can be easily disconnected and removed. 1.
This method hides the cutout for the MVP case and makes a clean and good-looking installation. Electronics International has a MVP sub-panel avaliable (see E.I. Price List for more information). B. Probes and Transducers are installed. C. Control Panels, Pots and Warning Lights are installed. C. The EDC is installed. The EDC should be installed on the inside of the cockpit or in an instrument bay. For a twin-engine aircraft it can be installed on the backside (not the engine side) of the firewall. E.
The password protects the MVP from unauthorized access to calibration data. If calibration data is improperly changed, it could lead to engine or aircraft damage and/or personal injury. Once the MVP is installed and checked out, the password should be changed (on either the certified or non-certified unit) to a unique number and it should be protected from unauthorized access.
Hardware Installation 2.0 2.1 Important Information and Initial Checkout: 2.2 Review the "EDC Wiring Work Sheets:" 2.3 Verify You Have all the Probes, Modules, Transducers and Cables: 2.4 Install the MVP Display: 2.5 Install Post Lights: 2.6 Install the Temperature Probes: 2.7 Install the Pressure Transducers: 2.8 Install the Interface Circuit for Annunciators: 2.9 Install the Interface Circuit for Flap and Trim Pots (OEM / Experimental): 2.
2.1 Important Information and Initial Checkout: A. The installer and aircraft owner must read the Warranty/Agreement before starting the installation. There is information in the Warranty/Agreement that may alter your decision to install this instrument. If you do not accept the terms of the Warranty/Agreement, do not install this instrument. B. If you are not an FAA Certified Aircraft Mechanic familiar with the issues of installing engine and aircraft instruments, Do not attempt to install this instrument.
2.2 Review the "EDC Wiring Work Sheets:" There are a number of probes and extension cables that will need to be installed. The key to keeping the installation simple is to organize the work using the "EDC Wiring Work Sheets" supplied with this kit. Review the functions assigned to each EDC input on the EDC Wiring Work Sheets. The work sheets are prepared at the factory with the functions and probes already assigned. 2.
visual centerline to the middle of the instrument. The pilot’s visual centerline is a perpendicular line from the pilot’s eye to the instrument panel. In most aircraft, installing the MVP-50P to the right of the radio stack would be acceptable. In some aircraft, the visual centerline falls to the right of the Attitude Indicator. If the powerplant instrument cannot be installed within 8" of the pilot’s visual centerline, AC 23.1311-1B recommends Master Caution and Warning Lights be installed.
B. TIT Probe Installation: The TIT probe should be installed on the inlet of the Turbocharger one to two inches before the Turbocharger flange. Look at each exhaust stack and determine the best location to install the TIT probe. It should be routed away from the exhaust pipe and should not come in contact with other aircraft components. When installing the P-110 probe, drill a 13/64" diameter hole in the exhaust stack. Insert the probe and tighten the hose clamp.
E. Carb Temp Probe Installation: Remove the threaded plug located in the carburetor housing just below the throttle valve. Install the Carburetor Temperature Probe (P-128) in this hole using a lock washer. Care should be taken not to over-tighten the probe, thereby stripping the threads in the carburetor housing. P-128 Carb Temp / OAT Probe, 1/4" -28, Type K. Used on most engines. To EDC Temp Input (Middle Connector, Ch 8 Recommended) F.
.170" ID Flexible Tube Aircraft M.P. Line To EDC Press Input (Top Connector) The PT-30ABS, Pressure Transducer is used on most engines for Manifold Pressure (0 to 36" Hg.). (Red) (Blk) (Grn) (Wht) Connect the aircraft manifold pressure line to the pressure port on the PT-30ABS Pressure Transducer. Be sure this line is tight. This pressure port is a 1/4" flare union and is standard for most manifold pressure lines.
C. Oil Pressure Transducer Installation: To EDC (Red) Find a convenient location on the firewall or a Press Input (Blk) bracket and mount the pressure transducer with the (Top Connector) (Grn) (Wht) clamp provided. The oil pressure line does not have to be routed into the cabin area, although you will need access on the cabin side of the firewall to tighten the pressure transducer clamp nut.
E. Airspeed Transducer Installation: PRESS Mount the PT-05Diff Pressure Transducer on the inside firewall or in the equipment bay under the aircraft instrument panel. Use the holes in the bottom plate to mount the PT-05Diff. Only two mounting holes are required. Gyro Vacuum Pitot Line Line VAC Open orLine OverStatic Connect the aircraft pitot (airspeed) line to the port (Red) ToEDC tagged "Press" on the PT(Blk) Press Input 05Diff.
2.8 Install the Interface Circuit for Annunciators: Any Temperature or Resistive Fuel Level channel on the EDC may be used to monitor the state of a switch, relay or output from a device. This output can be used to trigger a light (annunciator) on the MVP. Annunciator lights such as Canopy Latch, Baggage Door, Deice, Pitot Heat, Fire, etc. can be displayed on the Main or System screen on the MVP. To monitor a voltage, a VI-221 (Voltage Interface Unit) will be required.
2.9 Install the Interface Circuit for Flap and Trim Pots (OEM / Experimental): Elevator, Aileron and Rudder trim (as well as Flap position) can be monitored and displayed on the MVP. In most cases the position of these surfaces are monitored using a mechanical 5K ohm pot. The following circuit may be used to interface with a 1K to 100K pot. 4.99K, 1%, 1/4W Resistor Bus 1K to 100K VI-221 Mechanical Pot EDC Temp or Resistive Fuel Level Channel. 2.
Gear Up Warning: To provide a Gear Warning the MVP must monitor Gear Position, Airspeed and Manifold pressure. A voice warning (for experimental aircraft only) is activated on the following logic: (Any Gear is up -OR- the Unsafe Indicator is on)) -AND- Airspeed is less than a set value AND- Manifold Pressure is less than a set value. Note: See the “Aircraft Number, Gear Warning and TAS Setup” screen to set values.
the alternator lead when using the MVP, ease of installation should be the determining factor in this installation. If more than one shunt is required, a second shunt can be installed through a FM-VA-M(50 or 300) Functional Module. The Functional Modules come with their own installation instructions. B. Install the External Shunt: The external shunt should be installed in an appropriate location that minimizes the routing of main cables (refer to figure 1 or 2 as appropriate for your installation).
Figure 2: External Shunt Installed in the Alternator Lead Alternator This line may be connected to the Bus, Master Switch Contactor or the Starter Solenoid. G F External Shunt B - + Reverse Current Diode. (Some aircraft do not have this diode) Note: The Shunt may be installed before or after any reverse current diode. However, it is preferable to install it after the reverse current diode as shown. Batt. Master Switch Contactor Starter Solenoid To Starter This is the main lead going to the Bus.
2.13 Install the Fuel Flow Transducer: Mount the Fuel Flow Transducer using the appropriate drawing found on the following pages. Aircraft Configuration Drawing # Fuel injected engine without a fuel return line from the fuel servo (most Lycomings). 1229932 or 1229931 Fuel injected engine with a fuel return line from the fuel servo (most Continentals). 0415941 Fuel Flow Transducer Selection: FT-60 (Red Cube): For 0 to 350 HP Engines. FT-90 (Gold Cube): For 350 to 550 HP Engines.
B. Do not remove the yellow caps on the flow transducer until the fuel hoses are ready to be installed. C. The flow of fuel through the transducer must follow the direction marked on the transducer. D. The flow transducer must be mounted so the wires exiting the transducer are pointing up, or the cap with five bolts is pointing up, or the output port is pointing up, or any combination thereof. E. Before connecting any hoses, thoroughly clean them and insure they are free of any loose material.
Fuel Flow Transducer To the Carburetor (or Fuel Servo) (OUT) (IN) From the Fuel Pump (or Fuel Filter on a gravity feed system) 6" Maximum from support or fitting. Adapter, (1/4" NPT to Fuel Hose) Mounting Procedure: 1. Find a convenient location within 6" of a hose support or fitting and away from any hot exhaust pipes to suspend the Fuel Flow Transducer. The hose support or fitting may be on the input or output line of the Flow Transducer and the support may be to an adjacent hose. 2.
Fuel Flow Transducer To the Carburetor (or Fuel Servo) (OUT) From the Fuel Pump (or Fuel Filter on a gravity feed system). (IN) Adapter, (1/4" NPT to Fuel Hose) Adapter, (1/4 NPT to Fuel Hose) Bracket Mounting Procedure: 1. Find a convenient location on the firewall (away from any hot exhaust pipes) and mount a bracket for the Fuel Flow Transducer. Check both sides of the firewall for clearance before drilling any holes. 2. Mount the Fuel Flow Transducer onto the Bracket.
To the Flow Divider Adapter, (1/4" NPT to Fuel Hose) Mounting Procedure: 1. Find a convenient location between the Fuel Servo and Flow Divider and away from any hot exhaust pipes to suspend the Fuel Flow Transducer. The Transducer must mounted within 6" of a hose support or fitting. The support or fitting may be on the input or output line of the Flow Transducer and the support may be to an adjacent hose. (OUT) (IN) 2. Remove the fuel hose which goes from the Fuel Servo to the Flow Divider. 3.
Fuel Flow Transducer To the Fuel Tank (OUT) (IN) Fuel return line from the Carburetor 6" Maximum from support or fitting Adapter, (1/4" NPT to Fuel Hose) Mounting Procedure: 1. Find a convenient location within 6" of a hose support or fitting and away from any hot exhaust pipes to suspend the Fuel Flow Transducer. The hose support or fitting may be on the input or output line of the Flow Transducer and the support may be to an adjacent hose. 2.
2.14 Install the EI P-300C Fuel Level Probes (OEM or Expermintal Only): Install the P-300C (Capacitive) Fuel Level Probes in accordance with the aircraft manufacturer’s instructions. 2.15 Install the EI P-300M Fuel Level Sender: The MVP-50 system can interface with an aircraft’s existing Resistive Fuel Sensors via the RFLM-4 or these resistive fuel level sensors can be replaced with the P-300M (Magnetic Float) Fuel Level Sender.
2.16 Install the Resistive Fuel Level Module (RFLM-4-X): The RFLM-4 is a Resistive Fuel Level Module that provides pull-up resistors for 4 resistive fuel level sensors. This module is required to interface an EDC Resistive Fuel Level Input to a Resistive Fuel Sensor. Warring: DO NOT connect an RFLM-4 to the output of an existing aircraft’s Capacitive System, damage to the system may occur. The small output voltage of an existing capacitive system currently drives a fuel level gauge.
A. Locate the Intensity Control Pot in the CP-1 packet. Find an appropriate mounting location on the aircraft instrument panel for the Control Pot. The Pot will require a 2" clearance behind the aircraft instrument panel. B. Mark the aircraft instrument panel and drill a 1/4" hole for the Pot. C. Mount the Pot from behind the aircraft instrument panel and install the knob. 2.
Install the EDC Wire Harnesses and Route Wires 3.0 3.1 Attach the three EDC 37-pin Wire Harnesses to the EDC: 3.2 Connect the EDC Harness to the Temperature Probes: 3.3 Connect the EDC Harness to the Pressure Transducers: 3.4 Connect the EDC Harness to the Shunt: 3.5 Connect the EDC Harness to the Fuel Flow Transducer: 3.6 Connect the EDC Harness to the Existing Capacitive Fuel Level System: 3.7 Connect the RFLM-4-x Harness to the EDC Connector and to the Resistive Fuel Level Sensors: 3.
When routing the EDC wire harnesses refer to the Top, Middle and Bottom "EDC Wiring Work Sheets" found at the back of this manual. Insure no wires obstruct the freedom of travel of any controls. 3.1 Attach the three EDC 37-pin Wire Harnesses to the EDC: Secure the connectors using the supplied mounting screws. 3.2 Connect the EDC Harness to the Temperature Probes: Route each of the temperature cables in the EDC harness to the appropriate temperature probe.
3.4 Connect the EDC Harness to the Shunt: Route the EDC Amps wires to the Shunt. The way the Shunt is installed in the aircraft determines which lug will be used as "+" (see “Installing the Shunt” in the previous section of this manual). The EDC +Amp Input wire (orange) should be connected to the small lug on the "+" side of the Shunt. The EDC -Amp Input wire (brown) should be connected to the small lug on the "-" side of the Shunt. 3.
3.7 Connect the RFLM-4-x Harness to the EDC Connector and to the Resistive Fuel Level Sensors: DO NOT connect the RFLM into a capacitive system, damage may occur. Route the appropriate resistive fuel level input wires (for the number of tanks to be monitored) in the RFLM-4-x harness to the EDC Bottom Connector. Plug the wires into the appropriate resistive fuel level channels.
3.9 Connect the EDC Harness to the EI P-300M Magnetic Fuel Level Senders: Route the appropriate fuel level wires (for the number of tanks to be monitored) in the EDC harnesses to the P-300M magnetic fuel level senders. Cut the wires to length, install the appropriate connzectors (see the “Working with Connectors” section of this manual for more information) and connect to the P-300M fuel level sender. EDC Resistive Input (1 of 4) Bottom Connector +5V (Red) Gnd (Black) Rin (White) . .
3.14 Connect the EDC Harness to Power and Ground: Route the power wire (Top Connector, pin 37, Red Wire) to the MVP/EDC 5-amp Circuit Breaker. Route the ground wire (Top Connector, pin 19, Black Wire) to the aircraft ground. WARNING: The power wire is RED and is connected to pin 37 on the EDC Top Connector. If aircraft power is connected to any pin on the EDC other than pin 37, damage to the EDC and any connected transducers may occur.
4.0 Install the MVP Wire Harness and Route the Wires 4.1 Attach the MVP 25-pin D-sub Connector to the MVP: 4.2 Connect the EDC RS422 Wires to the MVP RS422 Wires: 4.3 Connect the MVP Harness to the Master Warning and Caution Lights: 4.4 Connect the MVP Harness to the Voice Alarm Control Panel (AV-17CP): 4.5 Connect the MVP Harness to the Audio Panel: 4.6 Connect the MVP Harness to the External Intensity Control Pot (CP-1): 4.7 Connect the MVP Harness to the Moving Map Data Out from the GPS: 4.
When routing the MVP wire harness refer to the "MVP-50 25-pin D-Sub Connector Wiring Diagram" found at the back of this manual. Insure no wires obstruct the freedom of travel of any controls. 4.1 Attach the MVP 25-pin D-sub Connector to the MVP: Secure the connector using the supplied mounting screws. 4.2 Connect the EDC RS422 Wires to the MVP RS422 Wires: Route the EDC RS422 wires to the back of the MVP Display, cut the wires to length and splice them to the appropriate MVP RS422 wires. 4.
4.5 Connect the MVP Harness to the Audio Panel: If the voice alarms provided by the MVP are to be used, route the two MVP Voice Warning Out wires to the Audio Panel, cut the wires to length and connect to the Audio Panel Aux input and ground. If an audio input is not available on the Audio Panel (or an Audio Panel is not installed) you can connect the MVP Voice Warning Out wires to the pilot headset jack. With this installation a 49.
4.9 Connect the MVP "Transmit Lockout Input" Pin to the Transmit Key: Pulling the MVP Transmit Lockout Input Pin to ground freezes the displayed values for the various functions. This eliminates jumpy readings during transmit. In most (if not all) cases the MVP “Transmit Lockout Input" does not need to be connected. If transmit lockout is required, attach the appropriate pin (see the “Working with Connectors” section of this manual for more information) to a 20 ga. wire.
5.0 Mandatory System Setup and Checkout 5.1 Power-On Checkout: 5.2 Perform all Steps listed in the "MVP-50P Setup Checklist": 5.3 Ground Run Checkout: 5.4 First Flight Checkout: 5.
5.1 Power-On Checkout: Turn the aircraft master switch on. The MVP will power up and perform a system test. After approximately 14 seconds the MVP will display the “Main Engine” screen with an Add Fuel Message. Press any button to continue. If you have a problem with any of the following steps, see the Troubleshooting section of this manual. A. Check the RPM for a reading of 000. B. Check the M.P. for the following reading: Current BARO less 0.1"Hg for every 100 feet elevation above sea level. C.
L. Check M. Check N. Check O. Check all Annunciators. gear indications. Flap and Trim indications. all other functions on the Main and System screen. Turn the engine off. Inspect the entire system to be certain there is no interference with controls. Also, check for loose fittings, proper connections, clamps, probes, and inspect for leaks, chafing, obstructions, heat damage and anything that may cause unsafe flight. Check that all fittings are tight.
6.0 Installation Data 6.1 Instructions for Continued Airworthiness (ICA): 6.2 Airworthiness Limitations: 6.3 Working With Connectors: 6.3.1 Installing a Red Slip-on Connector onto a TC or Tin Copper Wire: 6.3.2 Installing a Yellow Precision TC Connector onto a TC Wire: 6.3.
6.1 Instructions for Continued Airworthiness (ICA): Maintenance and calibration - are “on condition” only. There are no field adjustments or calibration requirements for the MVP-50P instrument after it has been properly installed, checked off and signed-off by the respective authority. Maintenance of non-functioning or malfunctioning components is limited to removal and replacement of EI manufactured new or EI repaired components.
It is very easy to produce a good crimp. Unfortunately, it is just as easy to produce a bad one. Read the instructions below. A proper crimp will produce a reliable connection for a lifetime. 6.3.1 Installing a Red Slip-on Connector onto a TC or Tin Copper Wire: Red Slip-on Connectors are used on most thermocouple (TC) and insulated wire connections used in the engine compartment. This type of connector is easy to install and only requires an inexpensive readily available crimp tool.
F. Twist Test: Hold the connector with one hand and the wire 1/2" from the connector with the other hand. Twist the connector back and forth (CW to CCW) approximately 10 degrees. With a good connection you will feel twisting strain on the wire with each degree of movement of the connector. Poor connections may pass the first two tests and fail this test. All three tests are important. G. For a proper mate, the tab inside the male connector must be centered (not bent up or down).
thermocouple wire. A pull test can be performed to test the crimp. A ratcheting crimp tool from Tyco (P/N: 91503-1) will crimp both TC and Tin Copper Wire. All crimps must pass a 3 to 4 pound pull test to be considered reliable. To install a D-sub pin onto a 20 ga. Tin Copper Wire, perform the following steps: A. Strip the insulation back 1/8.” Be careful not to knick the wire. B. Insert the pin into the 24 ga. D-sub Pin Crimper.
MVP-50P-4/6 MVP-50T 25-pin D-sub Connector Wiring Diagram (Back View, Wire Side) 56
MVP-50P-4/6 EDC Wiring Work Sheet EDC-33P-4/6 Volts Wht/Red Top Connector (Back View, Wire Side) EDC Input EDC Pin #'s (Wire Colors for Pressure Probes) Function Probe, Module or Direct Connection to the EDC Power & Gnd +V Pin 37 (Red) Gnd Pin 19 (Blk) N/A N/A Power and Ground Inputs. RS422 Out RS422 +A Pin 17 or 18 (Wht/Grn) RS422 -B Pin 35 or 36 (Wht) N/A N/A Volts No connection required. Volts is measured on Pin 35 (Wht/Red) the Power Input pin 37.
EDC Wiring Work Sheet MVP-50P-4/6 EDC-33P-4/6 Middle Connector (Back View, Wire Side) EDC Input EDC Pin #'s (Wire Color for Type K Probes) Function Probe, Module or Direct Connection Temp Ch 1 +In Pin 2 (Yel) -In Pin 20 (Red) EGT 1 Type P-110K Temp Ch 2 +In Pin 3 (Yel) -In Pin 21 (Red) EGT 2 Type P-110K Temp Ch 3 +In Pin 4 (Yel) -In Pin 22 (Red) EGT 3 Type P-110K Temp Ch 4 +In Pin 5 (Yel) -In Pin 23 (Red) EGT 4 Type P-110K Temp Ch 5 +In Pin 6 (Yel) -In Pin 24 (Red) EGT 5 (6-cyl) T
MVP-50P-4/6 EDC Wiring Work Sheet EDC-33P-4/6 EDC Input +5V +5V +5V In (White/Org) Bottom Connector (Back View, Wire Side) EDC Pin #'s (Wire Colors) Function Probe, Module or Direct Connection to the EDC FL Ch 1 (Resistive Input) Rin Pin 23 (Brn) (Requires a RFLM-4 Module) FL Ch 1 (Capacitive Input) Cin Pin 20 (Wht) +5V Pin 21 (Red) Gnd Pin 22 (Blk) FL Ch 2 (Resistive Input) Rin Pin 4 (Org) (Requires a RFLM-4 Module) FL Ch 2 (Capacitive Input) Cin Pin 1 (Wht) +5V Pin 2 (Red) Gnd Pin 3 (Bl
0.120 0.060 ** 0.160 ** 0.120 0.090 0.090 0.120 ** Caution: Panel cutout is not equidistant between mounting holes. 0.120 0.210 ELECTRONICS INTERNATIONAL INC. DATE: DRAWN BY: APPVD.
3.710 0.550 0.550 5.300 5.575 5.850 3.160 0.000 0.275 0.550 3.160 2.350 0.
7.0 Troubleshooting 7.1 MVP or EDC Problem: 7.2 Pressure Problem with one Function: 7.3 Temperature Problem on all Channels: 7.4 Temperature Problem with one Function: 7.5 RPM Problem: 7.6 Fuel Flow Problem: 7.7 Amp Problem: 7.8 Resistive Fuel Level Problem: 7.9 Capacitive Fuel Level Problem: 7.10 Voltage Problem: 7.
Troubleshooting the MVP system can be relatively simple. First the MVP must be powered-up. This requires only a power and ground connection to the MVP. Next the EDC needs to be powered-up and communicating with the MVP. Power and ground are supplied to the EDC on two wires and the EDC communicates with the MVP on two RS422 wires. A "COM" error will be displayed if the EDC is not communicating with the EDC. The rest of the system is made up of individual functions performing independently of each other.
Symptom: “REF” is displayed for the digital value for all temperature functions. 1. Problem: The Middle Connector on the EDC is loose or not connected. The Reference Diode on pins 10 and 28 of the EDC Middle Connector is damaged. Note: Pin 28 should measure 0 volts and pin 10 should measure around .6 volts. a) Action: Inspect the EDC Middle Connector and measure the voltage on pins 10 and 28. Symptom: “OVR” is displayed for the digital value for a function. 1.
Symptom: Inaccurate, jumpy or zero readings on all channels. 1. Problem: The Reference Diode on pins 10 and 28 of the EDC Middle Connector is damaged. a) Action: Measure the voltage on the Reference Diode. Pin 28 = 0 volts and pin 10 = approx. 0.6 volts. 2. Problem: One of the temperature input channels is over voltaged. This can happen on a channel that is used to monitor an Annunciator, Flap or Trim function. The max input voltage for any temperature or pressure channel is +5 volts.
Symptom: Inaccurate, jumpy or zero reading. 1. Problem: An Isolator was NOT used between the EDC RPM channel and the P-lead at the back of the Mag Switch. The signal on the P-lead is hundreds of volts and this could damage the RPM input to the EDC. a) Action: Check that there is an Isolator(s) in line with the RPM signal wires from the EDC. If only one RPM channel is working, swap the wires to the EDC RPM channel and see if the problem follows the EDC channel or the wire to the P-lead. 2.
1. Problem: The rotor in the Fuel Flow Transducer is blocked. a) Action: Remove the Flow Transducer from the aircraft. Lightly blow into the transducer and check for the rotor to spin freely. Check for a Fuel Flow reading on the MVP when the rotor is spinning. If the rotor in the Flow Transducer does not spin, hold the transducer over white paper and tap at all angles. Debris can lodge in the transducer and block the rotor. 7.7 Amp Problem: Amps are measured on the aircraft using a Shunt.
Symptom: Inaccurate, jumpy or zero reading. 1. Problem: The RFLM is mis-wired. a) Action: Remove the signal wire to the Resistive Float. Check for a very high (or low, depending on the float type) sensor count in the “Fuel Tank Calibration” screen. Be sure you are displaying the data for the correct tank. The voltage on the open signal wire should measure bus voltage. Short the signal wire to ground. Check the sensor counts go to a low (or high, depending on the float type) reading. 2.
Symptom: An “Err Err Err” is displayed for the digital value. Also, you may have an inaccurate, jumpy or zero reading. 1. Problem: The IMC is mis-wired. a) Action: Measure the voltage on the three wires at the IMC Module (Red wire = +5 volts, Black wire = ground, White wire = +2.5 volts). Remove the Red wire from the IMC module and check the sensor counts on the “Fuel Tank Calibration” screen to increase. Be sure you are displaying the data for the correct tank.
2. Problem: The MVP is set up incorrectly. a) Action: Check the "Start" and "End" setting in the “4. Redlines, Limits and Color Setup” screen. Check the probe selected in the “1. EDC Input to Function Mapping” screen is "Volts 0-2.5.
8.
Specifications, Functions and Features 0425052 Rev. D: 12/31/08 Models: MVP-50P, MVP-50T, EDC-33P and EDC-33T-XX MVP-50P and MVP-50T Weight: 1.9 Lbs. Environmental: Designed and Tested to TSO (DO-160E, See Enviornmental Qualification Form) Software: Designed and Documented to TSO (DO-178B, Level C) Minimum Performance Standards: TSO-C43c, TSO-C44c, TSO-C45b, TSO-C47a, TSO-C48, TSO-49b and TSO-C55a. Power Requirements: 7.5 to 30 Volts, 0.3 amps @ 24V (Typ), 0.6 amps @ 12 Volts (Typ).
Specifications, Functions and Features Continued Volts: Measured on pin 35 of the EDC Top Connector. Input Resistance: 83.8K Ohms Range: 0 to 40 volts. Sensitivity: 6400 counts per volt. Note: A VI-221 or FM-VA-MVP-xx may be used to measure Voltage on any temperature channel. Amps: Common Mode Input Resistance: > 10 M Ohms Diff. Input Ressitance: 10K Ohms Differential Input: + 2.5V to -.2V Common Mode: +/- 90 Volt to ground Sensitivity: 9.537uV per count.
Specifications, Functions and Features Continued RPM, Turboprop: Two RPM channels are available to measure N1, N2, Ng, Nh, Hp, Hl or other turboprop RPM functions. The “Engine Data, Ports, Timers, etc. Setup” screen provides data to calibrate these RPM values for a given tach generator output. EDC-33T (Both RPM Channels): Input Trigger: +.39V / 0V (Hysteresis) Input Resistance: 20K ohms Max RPM: 125 Hz. Sensitivity: 772.52 sensor counts per Hz. Accuracy: <= .5% EDC-33T-H1: Ch 1, Rotor: Input Trigger: +.
Specifications, Functions and Features Continued Temperature: Input Range: 0 to 2.5 Volts Differential Input Resistance: 12.1K Ohms on each input to ground Sensitivity: 9.537uV per count. Notes: * Any Temp Channel may be used to measure any thermocouple probe or any device outputting a voltage. In this way many different types of function may be monitored through a temperature channel. See EI price sheet for a list of modules available. * A Reference junction is provided to accommodate TC probes.
Specifications, Functions and Features Continued Pressure Altitude: Pressure Altitude is calculated from the input of a PT-30ALT transducer by means of a lookup table entered in the “Pressure Altitude Calibration” screen. Also, this screen provides a temperature compensation value specific for an individual transducer. The normal value is 35. Note: A NACA 2nd order polynomial interpolation is used between calibration points. VSI: VSI calculations are derived from averaging changes in altitude over time.
Specifications, Functions and Features Continued Bar Graph (Lean Operating Mode, MVP-50P): Once the Lean Operating Mode (LOP or ROP) is entered, an EGT must drop 3°F below its current peak to display a Peak Marker. If the EGT for a channel that has reached peak increases 3°F above its current peak, the Peak Marker will be turned off and a new peak will be established (this is a false peak). In the Lean ROP mode only the first EGT channel to reach peak will display a Peak Marker.
Specifications, Functions and Features Continued Option 2: Connect the EDC to the aircraft’s Nose Gear green down light. The state of all three gears will be displayed on the MVP based on the Nose Gear’s state. Select “Gear All” for the probe in Configuration Screen #1. This configuration requires one EDC input. Option 3: Use this option to display only the Left and Right Main Gears (no Nose Gear) from a single input. Select “Gear Main” for the probe in Configuration Screen #1.
Specifications, Functions and Features Continued Flight Timer (MVP-50T): The Flight Timer automatically starts when the N1 goes above a Start setting and stops when the N1 goes below a Stop setting. These settings can be found in the “Engine Data ..... Setup” screen. Some Error Messages “COM” - If communication is lost with the EDC, after 5 seconds all functions requiring signals from the EDC will display “EDC” for its value and an Error Message Box will be displayed.
DO-160 Environmental Qualification Form 0210081 Nomenclature: Multi Function Engine and Aircraft System Monitor Models: MVP-50P-(X) MVP-50T-(X), EDC-33P-(X), EDC-33T-(X) Note: (X) represents the instrument configuration for a specific aircraft, helicopter or blimp make and model. Specifications: Document # 0425052 (can be found in the Installation Instructions) Manufacture: Electronics International Inc.
Vibration 8 Tested to Categories S, R and U, Curves M, B, B1 and G. Covers Fixed Wing: Reciprocating, turboprop, turbojet, turbofan and propfan (all subsonic, supersonic and multi engine). Covers Helicopters: Reciprocating and turbojet. Unknown rotor frequency testing was performed. Note: There were no changes in critical frequencies noted during any test.
Lightning Induced Transient Susceptibility 22 Tested to Category B2XXX. Lightning Direct Effects 23 Category X: No test performed. Icing 24 Category X: No test performed. Electrostatic Discharge 25 Category A.
A Appendix A1.0 Interfacing the EDC to a Princeton Capacitive Fuel Level Probe A2.0 Interfacing the EDC to a Centroid/Sky Sports Capacitive Fuel Level Probe A3.0 LASAR Ignition RPM Filter A4.0 Connecting an EDC Input to a Custom Probe A5.0 EDC-33P-8 for 7, 8, 9-Cylinder Engines and High RPM Engines A6.0 Connecting a Second EDC to the MVP A7.
A1.0 Appendix Interfacing the EDC to a Princeton Capacitive Fuel Level Probe Connecting the Princeton Probe to an EDC Fuel Level Input: The Princeton Capacitive Fuel Level Probe outputs 0 to 5 volts at <= 1ma maximum. It can be connected directly to one of the four EDC Resistive Fuel Level Inputs. Do not use a RFLM-4xx Module. Red Black Yellow To 12 or 24 volt Bus To Ground To one of the four EDC Resistive Fuel Level Inputs. Setting up the MVP-50 for the Princeton Probe: Navigate to the “1.
A2.0 Appendix Interfacing the EDC to a Centroid/Sky Sports Capacitive Fuel Level Probe A. Connecting the Centroid/Sky Sports 3-Terminal 240 to 33 ohms or 0 to 90 ohms Fuel Probe to an EDC Fuel Level Input: Both of Centroid's fuel level probes will interface to the EDC when equipped with a RFLM-4-xx module. Be sure the RFLM-4-xx module is appropriate for the aircraft’s bus voltage it is to be used on.
A3.0 Appendix LASAR Ignition RPM Filter Rev: New 5/2/07 The LPF-1 is a low-pass filter designed to remove the high frequency spikes on the LASAR Ignition RPM output. Without this filter the RPM readings on the MVP unit may display jumpy readings at various engine RPMs. The LPF-1 should be installed between the LASAR RPM output and the EDC RPM input.
A4.0 Appendix Connecting an EDC Input to a Custom Probe There are five steps to connecting a Custom Probe to an EDC Input, associating it with a Function and displaying that Function on the MVP. 1. Connecting a Custom Probe to an EDC Input: The EDC Temperature, Pressure and Fuel Level Inputs can be interfaced to almost any type of probe.
EDC Capacitive Fuel Level Input: Type: Frequency Input Freq. Range: 0 to 6K Hz. Resolution: Approx. 14 counts per Hz. Maximum Counts Available: Approx 98,000 Trigger Level: 2.1 Volts Input impedance: 33.2K Ohms 2. Assign a Function to the EDC Input: A Function must be assigned to the EDC input connected to the Custom Probe. Functions are assigned in the “1. EDC Input to Function Mapping” screen on the MVP-50. Function Names and Display Units are hard coded into the MVP and cannot be changed.
5. Assign Color Ranges and Limits to the Selected Function: You may set color ranges and limits for the selected Function. The "4. Redlines, Limits and Color Setup" screen provides the necessary parameters. Navigating to the “4. Redlines, Limits and Color Setup” screen. Start with the “Main Engine“screen and push the MENU button. Select “System Configuration Menu.” Select “4. Redlines, Limits and Color Setup” screen.
A5.0 Appendix EDC-33P-8 for 7, 8, 9-Cylinder Engines and High RPM Engines The EDC-33P-4/6 is EI's standard unit designed to work with 4 and 6-cylinder aircraft engines. The EDC-33P-8 unit is designed to work with 7, 8, and 9-cylinder aircraft engines. Also, the EDC-33P-8 can interface with 4, 6 and 8-cylinder high RPM engines (>4500 RPM). The RPM inputs are the only difference between the EDC units. The Top and Middle “EDC Wiring Work Sheets” are the same for the EDC-33P-4/6 and -8 units.
EDC Wiring Work Sheet EDC-33P-8 EDC Input EDC Pin #'s & Wire Colors +5V +5V +5V In (White/Org) Bottom Connector (Back View, Wire Side) Function Probe FL Ch 1 (Resistive Input) Rin Pin 23 (Brn) (Requires a RFLM-4 Module) FL Ch 1 (Capacitive Input) Cin Pin 20 (Wht) +5V Pin 21 (Red) Gnd Pin 22 (Blk) FL Ch 2 (Resistive Input) Rin Pin 4 (Org) (Requires a RFLM-4 Module) FL Ch 2 (Capacitive Input) Cin Pin 1 (Wht) +5V Pin 2 (Red) Gnd Pin 3 (Blk) FL Ch 3 (Resistive Input) Rin Pin 35 (Yel) (Require
A6.0 Appendix: Connecting a Second EDC to the MVP A second EDC (Engine Data Coverter) may be connected to the MVP-50 in order to increase the number of analog inputs to over 60. The primary EDC must already be installed per the MVP-50 installation instructions. The secondary and the primary EDC's are identical units. Primary EDC (Required) Top Connector Pin 36 (Wht) Pin 18 (Wht/Grn) Pin 12 Pin 13 25-pin D-sub Connector Secondary EDC (Optional) 1.
6. Configure the MVP to Receive the Second EDC Input: Power up the MVP and use the buttons to navigate to the "Engine Data, Ports, Timers, etc. Setup" screen from the "System Configuration Screens Menu." Scroll down to the line that reads "Port3 RS232 Input/Output/ Baud:" and select "EDC#2/OFF/19200." Your MVP must be running software with an ID of 2.x.x or greater to use the second EDC. 7. Input Ambient Temp Calibration Data for the Second EDC: Naviguate to the "5. EDC Input Cal.
A7.0 Appendix Connecting an EDC RPM Channel to a Lightspeed Plasma II or III Ignition Rev. A All Plasma II and Plasma III version B units have a +10 Volt pulse output and can be connected directly to the RPM input on the EDC. All Plasma III version A units have an open collector output and require a pull-up resistor to produce a pulse required by the EDC. Lightspeed recommends returning the unit to their factory to have the pull-up resistor installed internally. 1. Connect the Lightspeed "Elec.
