The Stratomaster E2

Your Answer - to Complete Engine Monitoring!

 

The E2 provides a continuous display of all your important engine parameters (both graphically and numerically) to allow you to monitor and optimise engine performance at a glance. The back-lit display is of the highest quality ensuring that it is always clearly visible in both poorly lit and direct sunlight conditions.

No matter what your engine, the Stratomaster E2 can be configured to display and monitor the parameters you are interested in.

The E2 reduces your cockpit workload by allowing you concentrate on flying while it does the job of monitoring the engine, alerting you to any over/under limit conditions with an audible alarm and/or flashing alarm lamp. All alarm conditions are under your control allowing you to set them according to your specific needs.

The E2 interfaces to your engine via a single 3-wire cable to a separate RDAC V (Remote Data Acquisition Computer) which is mounted in the engine bay (typically on the firewall). All temperature, pressure and fuel probes connect directly into the RDAC V ensuring cable lengths are kept to a minimum and greatly reducing installation time. No more pulling your cockpit apart to introduce a new temperature probe to your instrument cluster - Simply connect the probe to the RDAC and reconfigure the E2 to display it.

Quick selects allow fast and easy set-up of the unit for various popular engine types. Engines supported range from small two strokes like a Rotax 447 or Rotax 503 to the more powerful Rotax 582, Hirth, 2Si engines, and of course the many four strokes from Jabiru, Rotax, HKS, VW, Subaru, Geo Metro and many more.

 

Stratomaster E2 features and functions:

Simple three-wire connection - to remote RDAC V computer to provide measurements of up to four thermocouple inputs (for EGT and/or CHT readings), three NTC inputs (for CHT, coolant or oil temperatures), as well as oil pressure fuel flow, fuel level and engine revs inputs. Inputs may be used in any configuration with a simple Device Setup Menu allowing you to decide what and how parameters should be measured.

'Lean mode' facility - which allows fuel mixture to be optimised by automatically detecting the peak EGT reading of each cylinder as the mixture is leaned;

'Cruise mode' facility - to provide instant identification of changing EGT trends (shows EGT and CHT readings relative to the cruise mode setting). The differences between any two EGT/CHT readings are automatically monitored and an alarm can be triggered if the difference exceeds a specified level.

A Engine Data Recorder (Black Box) automatically records all engine parameters allowing the last 15 to 60 minutes of that flight data (depending on activity and rate of change of monitored data) to be retrieved and analysed in the event of an engine failure. This helps greatly in the diagnosis of engine problems.

A presettable Hobbs meter automatically counts engine running time up to 9999 hours, 59 minutes.

A presettable Maintenance countdown timer can be used to indicate when the next maintenance task is due (such as spark plug replacement).

A Run-Time display shows the time the engine has been running for the current flight.

Engine Revs (RPM) are prominently displayed both numerically and graphically.

EGT readings of up to four thermocouple probes (both J and K-type thermocouples are supported) continuously displayed.

CHT readings (typically two) can be made via thermocouple or NTC probes and are continuously displayed.

Water (coolant) temperature Oil temperature and pressure continuously displayed with the pressure sender type configurable for a wide range of senders.

Fuel Level can be read directly from a standard, low-cost, automotive float level sender with a readout of fuel remaining in units of your choice (Litres, US/Imperial Gallons, Kg, Pounds or % tank capacity). The E2 has a special calibration procedure to allow it to "recognise" the shape of your tank and adjust the sender reading accordingly to always give an accurate readout of remaining fuel. Alternatively, if you have a fuel-flow sender installed, the E2 can continuously subtract the fuel actually used from the initial amount (manually set or automatically read from a fuel level sender at switch-on).

Fuel flow - With an optional fuel-flow sender installed, fuel burn rate can be shown in fuel units of choice per hour. This provides a good indication as to the state of the engine once typical burn rates for various conditions are known.

Fuel Endurance In addition, knowing the remaining fuel capacity allows the E2 to instantaneously calculate and display your estimated endurance at current fuel burn rate. Allowing you to make realistic contingency plans long before a low-fuel condition becomes a problem.

Alarms can be user-configured to trigger on any over/under limit readings. The display flashes the offending parameter and displays a message indicating the problem (eg: ' FUEL LEVEL LOW '). In addition, an audible alarm is sounded (with outputs available for connection to a 4 or 8 ohm panel speaker, or directly into your intercom system) and an alarm relay is closed/opened once per second to activate an external alarm indicator (eg: a lamp). Pressing any key acknowledges and silences the alarm but the display remains flashing the offending parameters until they are corrected.

Ambient temperature is available using an accurate semiconductor temperature probe (included).

A Voltmeter displays current system voltage. This is useful to check charging / over charging of batteries.

Display Backlight can be operated in one of three modes (software selectable): Always on, Always off and Automatic. In the later case, the backlight will turn off if no engine revs or other activity has been noted for about 10 minutes.

Power supply. Normally, the unit will be connected to either 12V or 24/28V aircraft supplies. However, it is possible to use a 9V battery as emergency backup power for the instrument. This requires the installation of a simple two-diode de-coupling bridge. Details on the required wiring are included in the manual.The unit can operate for about 12 hours on a 9V PP3 battery (alkaline) if the display back light is off (Software selectable) and even with voltages as low as 7V.

Power supply protection is standard with a fast Tranzorb to prevent destruction by spikes caused by inductive loads. Further to this two independent watchdogs are used to detect software malfunction (crashes) to facilitate automatic recovery.

RF interference. The unit has been designed to be immune to strong RF interference from a VHF radio. In addition, care has been taken to making the unit produce as little RF interference of its own as is possible. Copper clad ABS housing for maximum EMI performance and light weight.

Dimensions: 202 x 92 mm. Mounting depth 95 mm (including connectors and wiring). Panel cut-out 196 x 75 mm. Weight 575 grams plus RDAC IV EIS 275 grams.

RDAC-V Engine Monitoring System Features:

Self contained unit with its own processor supplied as standard with every Stratomaster E2 unit. No additional power supply wiring required. The RDAC simply plugs into RDAC socket of Stratomaster E2 and comes already fitted with 10 ft of cable and the connector.

    Four channel precision thermocouple amplifier for EGT and CHT probes. Can use K type and J type senders, grounded or isolated configurations. Fully cold junction compensated and includes low voltage correction.

    Two channel NTC input for Rotax 912/914 CHT senders.

    Water temperature sender input (low cost optional extra)

    Oil  temperature sender input (accepts Rotax 912 standard sender)

    Oil pressure sender input (Configurable from 50 to 1000 ohm senders - Rotax uses a 200 ohm sender)

    Fuel level sender input - accepts standard fuel level senders. Comprehensive calibration features allow direct readout of fuel level in in selected units, compensating for odd tank shapes.

    Fuel flow sender input - Pulse counter input configurable to allow calibration to various fuel-flow senders.

    Rev counter input - high impedance, can be set up for a wide variety of engines.

Owners Manual

Take the opportunity to get a detailed look at the features, operation and how easy it is to install the E2, by downloading and reading the Owners manual, by clicking on the link below:

Fuel level/flow advice

We recommend that you use the optional fuel level sender as a source for the fuel level in cases where no direct visual check of the fuel tank level is possible. Please also note that the accuracy of the fuel flow sensor is subject to the quality of your installation, type of engine, fuel pump, viscosity of your fuel and finally the calibration factor entered into the Stratomaster E2 instrument (this is a user calibration).

Neither MGL Avionics nor Asia Pacific Light Flying can be held responsible for incidents or damage of any kind, caused by incorrect fuel level indication. Installation and operation of the instrument and its related parts is outside our sphere of influence and control. We do not manufacture either the fuel level sender nor the fuel flow sender and are not appointed agents of either.

Please Also Note: Operation of the Stratomaster E2 instrument is the responsibility of the pilot in command of the aircraft. The pilot in command has to make himself/herself familiar with the operation and limitations of the Stratomaster E2 instrument before commencing ground or flight operations.

This instrument has been designed for use in ultralight, microlight, experimental and homebuilt aircraft as well as any aircraft that permit use of such (non certified) instrumentation under general or special operating permits.

The Stratomaster E2 instrument has Not been submitted to CAA or FAA or any of its agencies (or any regulatory authority in any other country) for any form of certification. Operation and installation of this instrument is subject to the relevant rules and regulations of your country and flight authority.

If any of the above is not acceptable to the pilot in command he/she must refrain from operating the aircraft or remove the Stratomaster E2 instrument from the aircraft before commencing aircraft operations.