temporary revision em-tr-mdc-e1-195 engine control system

ENGINE MANUAL E1.01.05

EM-TR-MDC-E1-195

Issue Date: 16.Nov.2018 Engine Control System COVERPAGE

TEMPORARY REVISION

EM-TR-MDC-E1-195 Supersedes EM-TR-MDC-E1-191a

Engine Control System

This Temporary Revision EM-TR-MDC-E1-195 is approved in conjunction with the Design Change Advisory MDC-E1-195 and is valid in conjunction with the latest revision of the Engine Manual (EM) until this Temporary Revision has been incorporated into the EM. The limitations and information contained herein either supplement or, in the case of conflict, override those in the EM. The technical information contained in this document has been approved under the authority of DOA ref. EASA.21J.399.

Doc. Nr. Affected Section(s) Affected Page(s)s

E1.01.05 19

1a 2a

3a 4a

5a

6a 7a

10a 11a-b

12a-b

13a 14a

15a 16a-d

17a-b 18a

19a

20a 21a

22a 23a-b

24a

25a 26a

27a


EM-TR-MDC-E1-195

Issue Date: 16.Nov.2018 Engine Control System COVERPAGE

Instruction:

- Print this document on yellow paper (single-sided)

- Insert this cover page as the first page of the EM

- Insert the other pages of this Temporary Revision adjacent to or in front of the corresponding EM pages


EM-TR-MDC-E1-195

Issue Date: 16.Nov.2018 Engine Control System Seite : 19-1a

19. Electrical System This page is amended to read:

A reliable electrical supply broadly similar to DO160C section 16 Cat B

to the ECU must be granted at all time.

If an ECU power supply according DO160C section 16 Cat Z is

required, two independent supply paths and buses are demanded.

See Fig. 16.

All working steps mentioned below have to be performed by skilled

and well qualified personnel with utmost care.

Pay attention that the entire electrical system and wiring harness is

protected against chafing at hot parts or sharp edges.

No engine harness is provided by Austro Engine GmbH. The wiring

harness is not included and must be provided by the installer. The

necessary pin assignment can be found in this document.

The ignition system is not self-contained, i.e. a battery or generator is

for operation. The Installer must provide a suitable indicator to give

warning of charge system failure, together with suitable warning of

battery failure.

All cables and single wires used for installation ECU, sensor and actors

should be suitable and capable in the aspect of mechanical strength

and ampacity. Installer of engine has to ensure that the routing of the

wires on the engine itself is protected against chafing, over

temperature and melting. All wire of the harness shall be to MIL-W-

22759; M27500. Recommended diameter for each ECU Pin, engine

system sensor / actuator can be found chapter 19.1.4.3 ECU Pin

Assignment.

It is important to disconnect any electronic device if welding working

are applied on the aircraft or engine, otherwise the electronic devices

can be damaged.


EM-TR-MDC-E1-195


19.1 Engine Control System

The following section is amended to read:

The engine control system provided by Austro Engine includes the Engine Control Unit

(ECU), sensors and actuators.

The engine control unit activates the ignition and injection based on the information of

engine speed, manifold pressure and some correcting factors. The actuators are supplied

from the aircraft power supply bus/buses. A signal output (TX-Output) is available from the

ECU to display error warning information to the pilot by means of a coded flashing light

(Details described in the designated chapter).

19.1.1 Fuel injection

19.1.1.1 Injection Timing

The throttle body assembly, including the throttle valve, injector, and fuel rail, is attached

to the rotor housing via a spacer block with tapping points for oil feeds and MAP sensors.

The correct fuel injection timing is calculated from the ECU using the speed sensor signals.

The appropriate amount of fuel is delivered by controlling the “on–time” of the injector.

The “on–time” is determined by the ECU reflect engine speed, manifold pressure and

correction factors.

19.1.1.2 Load Demand

Duplicated Manifold Absolute Pressure (MAP) sensors measure the load demand on the

engine. These sense the air pressure inside the throttle body as determined by the

combination of engine speed, throttle setting and ambient pressure. If either sensor should

become defective, the ECU will automatically select the other MAP Sensor and provide a

cockpit indication via a coded error warning signal.

19.1.2 Ignition System

19.1.2.1 Ignition Triggering

Two steps in the rim of the flywheel, nominally 180° apart, trigger each speed sensor. If a

sensor should become defective the ECU will automatically select the other sensor and

provide a cockpit indication via a coded error warning signal.


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19.1.2.2 Ignition

The spark plug pair is fired simultaneously, each by its own ignition coil, triggered by the

output from the ECU.

19.1.3 Mechanical installation of the ECU

It is suggested to install the ECU outside of a dedicated fire zone.

Fig. 12: Mechanical installation of the ECU

Mounting of the ECU is possible via 4 elongated holes. M4 screws with washers on the side

of the ECU housing are suggested. ECU supplied should be carried on anti-vibration

mounting.

Maximum allowed vibration: see chapter 19.6.2 Environmental tests

Temperature Range ECU: see chapter 19.6.2 Environmental tests

The ECU must be grounded using two independent wires of 16AWG minimum. The

mounting bolts can be used to fix terminals. Remove paint from box under terminals and

ensure that good contact is achieved. Reprotect after tightening bolts with suitable paint or

other corrosion protection. Ground wires must be connected to independent ground points

on the airframe or directly to the battery GND Terminal.


EM-TR-MDC-E1-195


19.1.4 Electrical installation of the ECU

Description Condition Min Typ Max Unit Power Supply --- 9 12 14.8 V

Power supply current ECU 0 rpm --- --- 500 mA

Power supply current System *) 3000 rpm --- --- 2 A

GND connection ECU --- --- --- 100 mOhm

C-Meter Low side switch --- --- --- 1 A

C-Meter Low side switch --- --- --- 5 V

P-Meter Low side switch --- --- --- 1 A

P-Meter Low side switch --- --- --- 5 V

F-Meter Low side switch --- --- --- 1 A

F-Meter Low side switch --- --- --- 5 V

Tacho Low side switch

Pull-up 2k2 to Ubatt

--- --- --- 1 A

TX Low side switch (Error Lamp)

Pull-up 2k2 to Ubatt

--- --- --- 1 A

RX --- --- --- Ubatt V

Instrument +5V --- --- --- 2 mA

Fig. 1 ECU Dimensions (in mm)

*) System consists of ECU, Sensors and Actuators. Fuel pumps and instruments are not

included

19.1.4.1 Power demand electrical components and circuit breakers

Austro Engine provides no electrical circuit protection. The Installer must install suitable overcurrent

protection devices between all electrical components and the aircraft bus bar.

Description Current [A] typ

Circuit Breaker Comment

Ignition Coil A 1,5 5A -

Ignition Coil B 1,5 5A -

Injector 1 2A -

ECU and Sensors 1,5 2x 1A 2x 1A circuit breaker suggested for each supply line (see Fig. 16) of ECU bus bar

Instruments and

alarms *)

0,5 (assumed) Installer

responsibility Installer is responsible for fuse suitable to the

respective components /loads which are not

part of AE design Fuel pump **) 5,5 (assumed) Installer

responsibility

Total demand 11,5 (assumed) - -

*) Instruments and alarms are not provided by AE

**) Fuel pump not provided by AE

Battery capacity must be sufficient for 30 minutes engine and emergency system operation, in the event of a generator failure.


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19.1.4.2 Harness Connector for ECU

The picture and the table below shall give installer information which type of connector and

accessories are suitable for engine harness manufacturing.

The connector and accessories described in this section are not part of Austro Engine delivery.

Fig. 14: ECU harness connector

Description Manufacturer Part Number Manufacturer Description

ECU Harness

Connector TE 344111-1 36WAY Receptacle Housing Connector

Wire Seal TE 347874-1 Wire Seal AWG16 - AWG20

Anti Backout TE 344112-1 Anti Backout

Crimp TE 344113-1 Crimp AWG14 - AWG18

Crimp TE 171630-1 Crimp AWG20 - AWG23

Table 1

A1

B1

C1


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19.1.4.3 ECU Pin Assignment

ECU

PIN Description Signal Type Description Shielding

Cable

Diameter (Minimum)

A1 Injector 2 Low Side Switch not used for IAE50R-AA

A2 Ins Drive 3 Low Side Switch not used for IAE50R-AA

A3 MAP 1 Signal Input Signal Yes AWG 20

A4 CAN A High not for customer use Yes AWG 20

A5 MAP1, RCT &

IAT GND GND Sensor GND No AWG 20

A6 CAN A Low not for customer use Yes AWG 20

A7 GND GND ECU GND No AWG 16

A8 GND GND ECU GND No AWG 16

A9 ECU Power UBAT ECU Supply No AWG18

A10 ECU Power UBAT ECU Supply No AWG18

A11 Ins Drive 1 Low Side Switch Coolant Signal Out No AWG18

A12 Injector 1 Low Side Switch Injector 1 No AWG 20

B1 TX

Low Side Switch

2k2 Pull Up to

UBAT

Error Lamp Out / Communication

No AWG 20

B2 Pickup 2 PWR 12V Sensor

Supply Sensor Supply Yes AWG 20

B3 Pickup 1 PWR 12V Sensor


B4 IAT Input Signal Sensor Signal No AWG 20

B5 Map 2 Signal Input Signal Sensor Signal Yes AWG 20

B6 Map 1 Power 5V Sensor


B7 Map 2 GND GND Sensor GND Yes AWG 20

B8 CAN B High not used for IAE50R-AA

B9 Pickup 2 Signal

Input Signal Sensor Signal Yes AWG 20

B10 T3I Digital Input 2k2

Pull Up to 5V Instrument +5V No AWG 20

B11 Tacho Drive Low Side Switch Engine speed Out No AWG 20

B12 Ins Drive 2 Low Side Switch 2k2 Pull Up to

UBAT

Fuel Consumption Out No AWG 18

C1 Ignition Coil

A (-) Low Side Switch Ignition No AWG 16

C2 Spare Low Side Switch not used for IAE50R-AA

C3 Map 2 PWR 5V Sensor


C4 Pickup 2 GND GND Sensor GND Yes AWG 20

C5 RX Serial Input incl.

Inverter Communication No AWG 20


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C6 CAN B not used for IAE50R-AA

C7 CAN 3 not used for IAE50R-AA

C8 RCT Signal Input Signal Sensor Signal No AWG 20

C9 Pickup 1 GND GND Sensor GND Yes AWG 20

C10 Pickup 1

Signal Input Signal Sensor Signal Yes AWG 20

C11 Ignition Coil

B (-) Low Side Switch Ignition No AWG 16

C12 Spare Low Side Switch not used for IAE50R-AA

19.1.4.4 Diagnostic Communication

Austro Engine provides an optional communication tool so called R1 Wizard for diagnostic and

monitoring ECU parameters.

Detailed information about installation and basic handling of Diagnostic Tool “R1 Wizard” can be found in document E1.08.09.

Hardware and Software can be ordered with information listed below.

Necessary Hardware (USB Dongle): AEP-00211-000

Necessary Software:

R1-Wizard (Latest Version)


EM-TR-MDC-E1-195


19.1.4.5 Error Codes

B1

ECU_Connector

10

k

12V

Depends on the LED

Figure 15a

If no error is pending, the led is „On“ when the ECU is supplied. If engine speed is measured

by the ECU and no failure is detected, the led is turned „Off“. If no failure is detected during

engine run, the led remains „Off“. If the led turns „ON“, a failure is detected by the ECU. To

read out the blink code, turn Off the engine, and switch On the ECU again. Read out of failure

via blink code, is only possible when engine is in standstill. Readout starts automatically after

several seconds. For the blink code refer to chapter 19.1.4.5.

Do not connect any other devices (e.g.: Serial to USB Converter,…) to output B1 in parallel if

the error lamp is installed. This lead to distorted lamp signals.

Description Condition Power Unit Voltage Unit Error Lamp (suggested) --- 3 W 12 V

Alternative LED (suggested with 10k min 250mW)


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19.1.4.6 Error Code Table

CODE FAILURE ITEM DESCRIPTION ACTION BY PILOT

DURING FLIGHT

1-1

Manifold Press 1

Sensor

Sensor faulty

Not connected –

Out of range

None

Investigate after

landing

1-2

Manifold Press 2

Sensor

Sensor faulty

Not connected –

Out of range

None

Investigate after

landing

1-3

Air Temperature

Sensor

Sensor short circuit or

sensor low

None

Investigate after

landing

1-4

Rotor Cooling Air

Sensor

Sensor open circuit or

reading high

None

Investigate after

landing

2-1

Supply Voltage Supply volts decrease Switch off non–

essential electrical

devices -> then

investigate after landing

2-2

Engine Speed 1 Sensor faulty None

Investigate after

landing

2-3

Engine Speed 2 Sensor faulty None

Investigate after

landing

3-2

Manifold Air Pressure

Difference

Difference between

MAP 1 and MAP 2

sensor too high

None

Investigate after

landing

Each error code consists of two numbers. They are indicated via flashes in two groups (E.g.

the code for 2-3: ECU output B1 (TX) will flash twice – then on steady for one second – and

then flash three times).

If there is more than one error, each code will be flashed in sequence with 5 seconds between

codes.


EM-TR-MDC-E1-195

Issue Date: 16.Nov.2018 Engine Control System Seite : 19-11b

19.1.4.7 Option: Installation of ECU according D0160 section 16 CAT Z

If installation according DO160C section 16 CAT Z is required an independent power supply is required. Suggestion for such installation is shown in figure 16:

12V Generator Bus 12V Battery Bus

12V Battery

ECU

StarterGenerator Generator Regulator

Bus Tie Max 25Amp

+ +- -+ -

IGN1A IGN2A

INJ1

Basic Recommended Installation of ECU Supply Bus to fulfill Do160 Sec.16 CAT Z

Fig. 16: Electrical Supply Topology

To meet category Z as tested in certification progress you have to ensure that the ECU is

supplied directly from alternator and battery with two separate lines. The installation shall

ensure power supply to ECU in case of fault of alternator or battery.

The proposal of wiring principal is shown in the figure above. These protect against a short to

ground in the supply wires to the ECU, preventing high current drain from the ECU internal

bus bar from the other supply which would cause the ungrounded breaker to “pop”.

For further information contact Austro Engine GmbH.


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19.2 GND Concept IAE50R

A common Ground (GND) concept is required for the installation of the IAE50R. This means all electrical GND are connected together. Best practice is a star layout, which can be seen in the

following figure. The aircraft GND shall be included.

Enginehousing

12V Battery

Capacitor

+ -

GeneratorRegulator

+-+ -

Aircraft GND

ECU+-

Starter+-

Fig. 17: GND concept

GND connection Points

) Regulator see Chapter Generator Regulator ) Engine: Connecting points for the engine GND

Connect the GND return line for the starter motor directly to the mounting

bolt of starter. Connect the GND return line for the ignition current on the rotary housing

(Fig.18)

For any other points on the engine contact Austro Engine GmbH

Max allowed contact resistance for engine GND connection 50 mOhm Wire recommendation:

2 x AWG 12 GND: Engine housing to Battery negative terminal, 1x AWG 6 GND: for electrical starter connection.


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Fig. 18: Engine GND

AWG 6


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19.3 Sensors and actuators

19.3.1 Intake Air Temperature sensor (IAT)

The sensor should be installed with its probe in the induction airflow.

Type of Air Temp Sensor:

Part Number QTY per engine

E4A-40-000-804 1

Pin Assignment Air Temp Sensor:

Fig. 19

Pin Description IAT (ECU Pin)

1 Signal B4

2 GND A5

Connector for Air Temp Sensor:

Description Manufacturer Part Number QTY (per sensor)

Connector Set Bosch 1 287 013 003 1

Connector Set consist of:

1x Connector Housing 1x Seal (Dust Cover) 2x Crimp

Alternative Connector for Air Temp Sensor:


Connector Female Housing Kostal 09 4404 01 1

Crimp Kostal 2 21 24 49205 0 2

Seal Herth + Buss 50281050 2

Protective Gasket Kostal 1 08 00 44452 2 1


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19.3.2 Rotor cooling air out temperature sensor (RCT)

The sensor should be mounted as defined in the following figures:

Fig.20

approx. 10 mm

approx. 5,3 mm

approx. 27 mm

RCT flange surface

Temp. Sensor

Temp. Sensor


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Type of Rotor Cooling Air out Temp Sensor(s):


E4A-40-000-804 1

Pin Assignment of Rotor Cooling Air out Temp Sensor:

Fig. 21

Pin Description RCT (ECU Pin)

1 Signal C8

2 GND A5

Connector for of Rotor Cooling Air out Temp Sensor:





Alternative Connector for Rotor Cooling Air out Temp Sensor:



Crimp Kostal 2 21 24 49205 0 2




EM-TR-MDC-E1-195


19.3.3 Map Sensors R1A-09-100-801 (not for new design / installation)

Both MAP sensors must have the same part number.

The sensor must be mounted by the installer with the pressure inlet at the bottom and the

flexible pipes running down the throttle body spacer, thus allowing any fuel in the pipe to

drain back into the engine.

The flexible pipe (Inner-Diameter 6mm) must be at least oil resistant (fuel, engine oil) and

does not change the inner diameter at inlet pressures of 20kPa.

VCC

VOUT

GND

Fig. 22

Type of MAP Sensor(s):


R1A-09-100-000 2

Pin Assignment MAP Sensor(s):

Pin Description

VCC 5V Sensor Supply

VOUT Output Signal

GND Ground

Connector for MAP Sensor:


Seal Delphi 15324983 3

Crimp Delphi 12089040-L 3

Connector Housing Delphi 12015793 1


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19.3.4 Map Sensors AEP-00283-901


The sensor must be mounted by the installer with the pressure inlet at the bottom and the

flexible pipes running down the throttle body spacer, thus allowing any fuel in the pipe to

drain back into the engine.

The flexible pipe (Inner-Diameter 6 mm) must be at least oil resistant (fuel, engine oil) and

does not change the inner diameter at inlet pressures of 20 kPa. Both MAP Sensor must have

the same part number.

Fig.22a


EM-TR-MDC-E1-195

Issue Date: 16.Nov.2018 Engine Control System Seite : 19-16c

Type of MAP Sensor(s):


AEP-00283-901 2

Pin Assignment MAP Sensor(s):

Pin Description MAP 1 (ECU Pin) MAP 2 (ECU Pin)

1 5V Sensor Supply B6 C3

2 Output Signal A3 B5

3 Ground A5 B7

4 Shield Connect to GND

Connector for MAP Sensor:


Connector Female Housing TE 282088-1 1

Crimp TE 183035-1 4

Seal TE 281934-4 4

Protective Gasket TE 493581-1 1

Pipe Adapter for installation:

To connect sensor mechanical to the flexible pressure pipes installer has to provide an adapter. Tightening torque of adapter max. 25Nm.

7mm

AEP-00283-901 provided by AE

Pipe adapter proposal, not provided by AE

Flexible Pipe not provided by AE

Sealing Washer proposal according DIN 7603

Figure 22b

A sealing washer between pipe adapter and sensor AEP-00283-901 is required. AE suggest a suitable sealing ring according to DIN 7603.


EM-TR-MDC-E1-195

Issue Date: 16.Nov.2018 Engine Control System Seite : 19-16d

Environmental Qualification Form RTCA DO-160D / ED-14D (Change 3 dated Dec 5th, 2002)

Description (S + A engine mounted) Section Category

Temperature and Altitude 4.0 B3*

Temperature Variation 5.0 B

Humidity 6.0 A

Operational Shocks and Crash Safety 7.0 B

Vibration 8.0 S, test curve U

Waterproofness 10.0 R

Fluid Susceptibility 11

F (Coolant, Jet A1, Avgas, Engine oil) Tested according to DO-160G

Salt Spray 14.0 S

Radio Frequency Susceptibility 20.0 Y

Emission of Radio Frequency Energy 21.0 M

Electrostatic Discharge ESD 25.0 A

*B3-Temp: Operating Low: -45°C; Ground survival Low: -55°C; Ground Survival High 105°C, Short time Operating High 85°C, Operating High 85°C.


EM-TR-MDC-E1-195


19.3.5 Speed Sensors (Pickup1 & Pickup2)


Mounting provisions are given on the engine.

Type of Speed Sensor(s) (Pickup):


R1A-09-000-802 2

Pin Assignment Speed Sensor(s):

Fig. 23

Pin Wire Color Description Pickup 1 (ECU PIN) Pickup 2 (ECU PIN)

VCC Brown Sensor Supply B3 B2

VOUT Black Output Signal C10 B9

GND Blue GND C9 C4

Connector for Sensor:

Sensor is supplied with open wires. It is recommended to use dust and water protected

connectors for engine harness adaption. An adequate connector type can be found in the

following tables.

Proposal for sensor connector:


Seal Tyco / TE 281934-4 3

Crimp Tyco / TE 183024-1 3

Connector Housing Tyco / TE 282105-1 1


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Proposal for engine harness mating connector:


Seal Tyco / TE 281934-4 3

Crimp Tyco / TE 282404-1 3

Connector Housing Tyco / TE 282087-1 1


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19.3.6 Ignition Coils

This section is amended to read:

Power supply ignition coil: The installer should provide independent switches to interrupt the

power supply for each ignition coil separately if required. (Note the maximum length of

ignition cable R1A-09-000-501 -> 200 mm)

Type of Ignition Coil:


R1A-09-000-804 2

Mechanical and electrical connection

For the mechanical mounting of the coils two M5 screws with washers should be used.

Connect the power supply for the coil on the positive terminal and the ECU-signal on negative

terminal of the coil. Recommended circuit breaker for each ignition coil supply line 10A.

Pin Assignment Ignition Coil:

Fig. 4

Fig. 5

Negative

To spark plug

Positive

Fig. 24: Ignition coil


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Pin Assignment Connector

Terminal COIL A COIL B Manufacturer Part Number Description

Positive

Supply Bus Supply Bus

TE 735160

Insulated

Receptacle

Crimp 6,4 x

0,8mm

Negative

C1

(ECU Pin)

C11

(ECU Pin) TE 735160

Insulated

Receptacle

Crimp 6,4 x

0,8mm

19.3.6.1 Ignition Cable

The inductive ignition coils are connected to the spark plugs by copper–cored ignition cable.

The cable is provided by AE.


R1A-09-000-501 2

19.3.6.2 Spark plugs

The specified spark plug type must be used; substitution with a non–approved type may

reduce engine power and reliability, and may cause mechanical damage to the engine.

Pin Assignment Connector

Terminal Spark Plug A Spark Plug B Manufacturer Part Number Description

Spark Plug Coil A Coil B AE R1A-09-000-

501

Connection to

Spark Plug


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19.3.7 Injector


One injector is used for the IAE50R-AA Engine.

Type of Injector:


R1A-30-000-801 1

Pin Assignment Injector:

Fig. 25

Pin Description INJ1 INJ2

1 ECU Signal A12 (ECU PIN) A1 (ECU PIN)

2 Injector Supply (+UBAT) Supply Bus Supply Bus

Connector for Injector:





Alternative Connector for Injector:



Crimp Kostal 2 21 24 49205 0 2




EM-TR-MDC-E1-195


19.3.8 Coolant Temperature Sensor for Instruments

A temperature sensor R1A-10-000-803 is fitted to the engine in the front plate, for connecting

to a temperature gauge, or an external instrumentation panel.

This sensor is a provision for the installer. It is not connected to the ECU.

Description Manufacturer Operating temp Ohm @90°C

Thermistor VDO 120°C 51,2 ±5,3

Description Manufacturer Part Number

Crimp Terminal TE 735160

Insulated

Receptacle Crimp

6,4 x 0,8mm

Fig. 26: Coolant temperature sensor


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19.4 Generator regulator and Generator


Generator regulator and generator are supplied by Austro Engine GmbH. The flywheel

mounted brushless / bearing less generator is mounted on the engine. The separate voltage

control regulator / rectifier unit must be connected and mounted by the installer.

Description Condition Min Typ Max Unit Power supply Current --- --- 18 --- A

19.4.1 Mechanical installation of the Generator Regulator

Mounting of the Regulator is possible via M8 screws on both sides of the Regulator. There

must be a very good earth bond between the units and the airframe.

Install the regulator on a well-ventilated place. The temperature on the regulator should never

exceed +60°C measured at point T shown in Figure 16. Regulator must be installed in the

engine bay in a position where this value will not be exceeded in the most extreme operating

conditions. The regulator should be mounted on metal bracket to assist heat dissipation.

19.4.2 Electrical installation of the Generator Regulator

The housing of the regulator must be electrical connected to GND. Connect the GND directly

with the mounting bolts or with two independent wires (>AWG14 minimum). The mounting

bolts can be used to fix terminals.

Description Condition Min Typ Max Unit GND connection Gen. Regulator --- --- --- 50 mOhm

Fig. 27: Regulator housing


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The wiring for connecting the generator and generator regulator is described in following

figure:

GEN

BATT12V

yellow

yellow

white

redred

black

12V -3WNot requsted

22000 µF

40-65V

+

-

> AWG 14

AWG 16

AWG 16

AWG 16

AWG 16

AWG 16

AWG 16No Load on Black Terminal

Load

+ -

Reg

ula

tor

Fig.28: Wiring diagram Generator and Regulator

A 22,000 µF, 40-65V DC capacitor must be incorporated in the charging system to smooth the

voltage and prevent an over voltage condition arising when the battery is disconnected from

the bus bar.

Alternator regulator is designed to be used with lead battery. Austro Engine assumes no liability for alternator regulator if other battery types are connected.

Voltage Regulator Cable Connected to:

Yellow Yellow Cable Generator

Yellow Yellow cable Generator

Red Power (+12V)

Red Power (+12V)

White 12V Lamp (Not requested)

Black Power (+12V) Switchable (ON / OFF)


EM-TR-MDC-E1-195


Recommended connector for cable between generator and regulator.

Description Manufacturer Part Number QTY

Seal TE 281934-3 4

Crimp (Female) TE 282466-1 2

Connector Housing (Female) TE 282080-1 1

Crimp (Male) TE 183024-1 2

Connector Housing (Male) TE 282104-1 1

Rubber Plug (Dust Cover) TE 880810-1 2

19.4.3 Charge Circuit Fail Alarm

The installer is responsible for a wiring which indicate a charge circuit failure alarm.

In order to maintain the dual safety aspect of the ignition and injection system two in

depended 12V supply feeds to the ECU from the aircraft bus bars must be installed. This may

be done in accordance with the recommendation Fig.16 Electrical supply topology. Any non–

essential electrical items should be switched off.

The battery should be capable of providing sufficient power to run the ECU unit etc. for a

minimum of ½ hour. Reducing power will not significantly increase engine–running time.


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19.5 Starter


The starter R1A-90-000-000 is an electric nominal 12V / 0,6kW. It is of a Bendix Type,

engaging the gear when operated (refer to drawing no. R1A-90-000-000).

Description Condition Min Typ Max Unit

Start Current

(Battery 12,5V 18Ah)

--- --- 80 --- A

Voltage of Battery drops down during cranking. Inrush current can reach up to 350A for some

milliseconds.

19.5.1 Mechanical installation

The starter is mounted on the engine. Two M8 screws are used.

Fig. 29: Mechanical installation of the starter

19.5.2 Electrical connection of starter

Fig.30: Starter

Description Electrical Connection

GND Ground connection of starter via housing to engine,

or direct line to GND Battery Terminal

Bolt1 Switch able 12V starter actuation

For fastening torque of bolt 1 see chapter 11.2.1

Bolt 1


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19.6 Electronic Components Capability

The following chapter is amended to read:

The electronic components have been tested to meet environmental requirements as

specified in RTCA 160 C/D. The following information is to assist the engine installer.

To show that the ECU is not susceptible to failure when exposed to external electrical or

environmental effects, a number of tests were performed.

19.6.1 Electrical tests

Power Input Test DO-160C, Section 16 Cat Z.

The two power supply lines were connected to independent

power sources. One supply line was always powered.

Voltage Spike Test DO-160C, Section 17 Cat A.

Audio Frequency Conducted Susceptibility DO-160C, Section 18 Cat Z.

Induced Signal Susceptibility Test DO-160C, Section 19 Cat Z.

Conducted RF Susceptibility Test DO-160D, Section 20.4 Cat Y

Radiated RF Susceptibility Test DO-160C/D, Section 20.5 Cat Y

Emission of Radio Frequency Energy Conducted DO-160C, Section 21.4

Cable Bundl to ECU Cat Z and A

Power Lines to ECU Narrowband Cat Z and A

Broadband Cat B

Broadband not required in

Do-160D

Emission of Radio Frequency Energy Radiated DO-160C, Section 21.5

Cat A, B and Z

Lightening Induced Transient Susceptibility DO-160C, Section 22 Cat Z3

Magnetic Effect DO-160C, Section 15,

Equipment Class Z

The compass safe distance for 1° deflection was established as:

0° at 5cm (EUT X-axis)

0,5° at 8cm (EUT Y-axis)

0,5° at 10cm (EUT Z-axis)

The ECU was tested to determine its magnetic effect to assist the installer in choosing the proper location of the equipment in the aircraft.


EM-TR-MDC-E1-195


19.6.2 Environmental tests

Operation Shock & Crash Safety Tests. DO-160D, Section 7. Category B

Sinusoidal Vibration Tests. DO-160D, Section 8 Cat. S

Curve M

Standard vibration test

fixed wing aircraft

Humidity Tests DO-160C; Section 6.3.2 Cat. B

Category B severed

humidity environment

65°C @ 95% humidity.

Waterproofness (Drip) Tests DO-160D, Section 10, Cat W,

falling water test

The ECU has been designed to operate between -15 °C and +70 °C. For the purposes of this

test, the ECU was operated at -45 °C and tested to -55 °C for ground survival (non –

operating).

Temperature & Altitude Tests DO-160C, Sections 4.5.1, 4.5.2,

4.5.3 and 4.6.1;

Cat B2

Temperature Variation Test DO-160C, Section 5 Cat B2

Fluids Susceptibility DO-160D, Section 11.*

The ECU R1A-92-000-000 and associated equipment is compatible with fluids liable to

be found in the vicinity of the engine.

The ECU and a sample of the cable loom complete with ident sleeve and tag were

subjected to the following fluids:

AVGAS 100LL, leaded and unleaded motor fuel, Jet A1 turbine fuel, “Comp-2” and

”SRG-75” lube oil, “Procool” coolant, “Aeroshell” fluids 31, 41 and “Skydrol 500B”

Hydraulic oils, Ethylene Glycol and “Kilfrost ABC-3” De-icing fluids, Isopropyl Alcohol,

Denatured Alcohol, and Trichoroethane solvents.

*DO-160D Section 11 was tested during the basic certification from Midwest

Company.

The ECU R1A-92-000-000 was not affected by the application of fluids.


EM-TR-MDC-E1-195


General information about DO160 tests.

Sensors and actuators are tested during basic certification with the test levels stated

above. For the requalification of the new AE ECU for the IAE50R the test levels from the

basic certification are assumed and applied dedicated to the ECU.

*DO-160D Section 11 was tested during the basic certification from Midwest Company.

19.6.3 Control System Reliability

19.6.3.1 Control system reliability objective.

Certification requirements states a reliability objective to be quoted in the engine manual.

The control system has been designed to meet AMJ20X–target reliability of 1 in 100,000 hours

when operated in accordance with Austro Engine GmbH stated maintenance and installation

specification.

19.6.3.2 Software Quality level

In accordance with DO 178B level C.

temporary revision em-tr-mdc-e1-195 engine control system

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