Trio Avionics EZ Series Technisches Datenblatt

EZ Series

Altitude Control Systems

Operation and Installation Manual

Trio Avionics Corporation

Rev 1.8

Notice and Warnings

Warning: Any failure to comply with the following warnings can

lead to property damage, and serious injury including death.

Although Trio Avionics has taken reasonable steps to test its product, the final determination of safe

operation lies with you, the installer and pilot. Your workmanship in installing, cabling, and testing the

Altitude Hold system in your airplane is critical to safety. If you are not the original builder of your aircraft,

and do not hold a valid “Repairman’s Certificate” for your aircraft, you must have the installation done by a

qualified A&P aircraft mechanic or the original builder. You must comply with all current FAA regulations

regarding installation of this device in your airplane.

This product is to be used on homebuilt, experimental aircraft only. It is not approved for, nor is it legal to

install it in, certified aircraft. It is not approved by any governmental or non-governmental agency.

Prior to installing or flying this altitude hold system, read the manual completely. If you have any questions

about the installation or operation of the system, STOP and then call or email Trio Avionics for clarification.

The servo that is a part of this altitude hold system is attached directly to your elevator control system. It is

possible to install or adjust it in a manner that may result in improper or unexpected elevator movement that

could result in dangerous aircraft maneuvers. Install it only after you have read and understand the

installation instructions. You must thoroughly inspect and test your installation prior to flight. Mistakes in

any modification to your aircraft can be life threatening!

Each homebuilt aircraft is individual in its construction, maintenance and flying characteristics. Therefore,

while Trio Avionics has tested the product in a variety of aircraft, we do not represent or warrant that it is

appropriate or suitable for use in your particular aircraft. Only you can make that determination and

ultimately only you are responsible for its safe installation and use.

This product is designed for use as an en route navigation aid only, and only at safe altitudes in

unobstructed airspace. It must not be relied upon for any other purpose. It is not to be used for flight in

instrument meteorological conditions (IFR), or approaches into airports in either IFR or visual (VFR)

conditions. Power to the servo must be turned “off” for takeoffs and landings.

In operation, this product relies upon data provided by solid state sensors, gyros and electronic

components. Always keep in mind that such systems should never be thought of as totally reliable. They

may be disrupted by electromagnetic interference, close proximity of transmitting antennas and cables, and

other problems.

When flying an aircraft with this, or any, altitude hold system enabled, you must be constantly vigilant for

any sign of improper operation of the system. When there is even a suspicion that the altitude hold system

is not operating properly, you must immediately disable the altitude hold system by any of the various

methods detailed in this manual. Do not fly the altitude hold system without incorporating the remote servo

disconnect switch that is described in this manual.

There may be a tendency to concentrate on the instrument display when test flying this or any other new

system in your aircraft. Do not allow it to distract you from the need to “see and avoid” other aircraft.

The safe practice of aviation demands the consistent exercise of pilot skill, knowledge of

airmanship and weather, judgment and focused attention at a level which is appropriate to the

demands of each individual situation. Pilots who do not possess or exercise the required

knowledge, skills and judgment are frequently injured or killed. Therefore, although an altitude

hold system can serve as a useful navigation aid, no altitude hold system can be relied upon and

you must be at full attention at all times while flying any aircraft.

If you do not agree to comply with any of the warnings or notices above, do not

install or fly this altitude hold system in your aircraft. Call Trio Avionics for a

Return Material Authorization (RMA) and return the unused system for a full

refund.

Table of Contents Page

Notice and Warnings ....................................................................................................................2

1.0 Introduction...................................................................................................................................4

2.0 General Information......................................................................................................................4

3.0 Operation.......................................................................................................................................4

3.1 Startup....................................................................................................................................5

3.2 “Alt Hold” Mode.......................................................................................................................5

3.2.1 Fine Adjustments to Altitude .............................................................................6

3.2.2 ADJUST TRIM Annunciator ..............................................................................6

3.3 Pilot Command Steering (PCS) Mode....................................................................................7

3.4 System Gain, Brightness, Contrast, Servo Deadband & Trim settings...................................7

3.5 Safety Warning Features........................................................................................................8

3.5.1 Audible Warning................................................................................................8

3.5.2 G Force Limit.....................................................................................................8

3.5.3 Servo Clutch Slip...............................................................................................9

3.5.4 Servo CW (or CCW) Limit.................................................................................9

3.5.5 Servo Fault......................................................................................................10

4.0 System Safety Features .............................................................................................................10

4.1 Aircraft G-Load Sensing .......................................................................................................10

4.2 Servo Electronics Monitoring................................................................................................10

4.3 Clutch Slip Detection ............................................................................................................10

4.4 Rotation Limit Detection .......................................................................................................10

4.5 Supervisory Processor Monitoring........................................................................................10

4.6 Servo / Trim Driver Chip Fault Detection..............................................................................11

4.7 Disconnect Solenoid.............................................................................................................11

4.8 SMP and Supervisory Processor Watchdog Interrupts.........................................................11

5.0 Installing the Altitude Hold Control Module…… ………………...............……………………….11

5.1 Installing the LCD Switch......................................................................................................12

5.2 Installing the Encoder Switch................................................................................................12

5.3 Installing the Wiring Harness................................................................................................12

6.0 Servo Installation Setup...............................................................................................................13

6.1 Installing the Servo...............................................................................................................13

6.2 Servo Mounting Hardware....................................................................................................14

6.3 Selecting a Site for the Servo ...............................................................................................15

6.4 Install the Servo Pushrod......................................................................................................16

6.5 Setting Servo Override Force (Slip Clutch)...........................................................................16

6.6 Adjustment of Servo Rotation Direction and Servo Neutral..................................................17

6.6.1 Servo Direction Setting.....................................................................................17

6.6.2 Setting Trim Motor Direction.............................................................................18

6.6.3 Restore Factory Defaults..................................................................................18

7.0 SYSTEM GAIN and SERVO DEADBAND.....................................................................................18

7.1 System Gain ...........................................................................................................................18

7.2 Servo Deadband…..................................................................................................................19

8.0 The EZ-2 Altitude Hold System with Climb and Descent capability........................................19

8.1 EZ-2, EZ-3 Operation..............................................................................................................20

8.1.1 VS Mode...........................................................................................................20

8.1.2 Minimum and Maximum Airspeed Control........................................................21

8.1.3 Setting Minimum and Maximum Airspeed ........................................................22

8.1.4 Vertical Rate and Airspeed Track Pilot Command Steering (PCS) ..................23

9.0 The EZ-3 Altitude Control System with Altitude Pre-select......................................................24

9.1 EZ-3 Operation.....................................................................................................................25

9.1.1 Elevation (Baro) Set .........................................................................................25

9.1.2 EZ-3 Menu System...........................................................................................26

9.1.3 Enter Vertical Speed (VS) ................................................................................28

9.1.4 Enter a Destination Altitude..............................................................................28

10.0 Altitude Hold Wiring Diagram .....................................................................................................29

11.0 Automatic Trim.............................................................................................................................30

12.0 Glossary of Terms................................................................................. ……………………….…..32

13.0 Contact Information.....................................................................................................................32

SYSTEM

TEST

EZ Altitude Control System

1.0 Introduction

Congratulations on choosing the EZ Altitude Control System. The EZ-1 System is designed to

hold a precise altitude of the aircraft. The EZ-2 system has all the features of the EZ-1 system

and adds additional safety features, vertical rate selection and vertical speed or airspeed capture

capabilities. The EZ-3 system builds on the capabilities of the EZ-1 and EZ-2 systems adding

airspeed management modes and altitude preselect and capture features. The following

paragraphs describe the EZ altitude control systems in detail. The EZ-2 system description

begins in paragraph 8 of this manual. The EZ-3 system is described in section 9.

The EZ-1 will precisely maintain a desired pressure altitude for your experimental aircraft up to an

altitude of 20,000 feet. In smooth air it will hold the aircraft altitude to within +/- 20 feet (generally

less). In turbulent air or turns of 15 to 20 degrees bank angle it will hold to within +/- 50 feet.

While the EZ-1 is simple to use, this manual is a guide to understanding its basic functions and

employing its many features. Operation is as simple as pressing the “ALT HOLD” button.

This causes the aircraft to maintain the current pressure altitude. The following sections illustrate

the built in safety measures, messages and the many features available in your new system.

2.0 General Information

The EZ altitude control system is comprised of 4 major hardware elements:

1Elevator Servo

2Electronics Module

3LCD push button switch

4Rotary encoder control

In addition, an external Sonalert or other warning device may be connected to provide an audible

warning prior to system disconnect. An audio tone is also available as an input to the aircraft

intercom system. An auxiliary small remote push button (momentary – normally open) switch

mounted to the stick or yoke will allow access to the many additional features of this system.

3.0 Operation

When power is applied, the amber SYSTEM TEST message will be

displayed for approximately 8 seconds. After this stabilization period

the unit will become fully functional. The LCD switch will display a

green READY message. The altitude hold function is activated by

pressing the LCD switch which will then annunciate the hold condition

1 2

READY

ALT

HOLD

with a green ALT HOLD message on the LCD display. (At this time servo activation should be

detected by resistance to manual yoke or stick movement forward or backward)

To disconnect the EZ altitude control system servo activation either the REMOTE AUTOPILOT

DISCONNECT switch or the LCD SWITCH may be momentarily pressed.

During normal operation in the altitude hold mode the ENCODER knob may be used to dial in

very fine corrections to the engaged altitude. Rotating the knob clockwise will cause an altitude

increase, rotating the knob counterclockwise will result in an altitude decrease.

In addition to the servo disconnect function the REMOTE AUTOPILOT DISCONNECT switch can

be used to “fly to” another altitude. This is accomplished by pressing and holding the REMOTE

AUTOPILOT DISCONNECT switch for a period of more than three seconds. When pressed, the

servo will immediately disengage so the airplane can be flown to a different altitude and will rearm

after the three second delay period. While in the armed mode the LCD switch will flash the

amber backlight and will display ALT HOLD. On the EZ-1 system, releasing the remote

disconnect switch (after the 3 second interval) will engage the servo, show a green LCD ALT

HOLD message and hold the aircraft at the proper altitude. The EZ-2 and EZ-3 systems add a

VS rate capture or an airspeed capture as additional options to this sequence (section 8.1.4)

3.1 Startup

It is strongly recommended that a 3 to 5 amp switch or circuit breaker be used to power

the EZ altitude control system. This switch or circuit breaker will provide absolute

emergency disconnect of the altitude hold servo should all other disconnect measures

fail. Once the aircraft engine is started, part of the pre-taxi checklist should be to apply

power to the system by engaging the switch or circuit breaker. Power should be applied

as soon as possible after engine start to ensure the inertial components within the

system are stabilized prior to takeoff.

After power is applied, the system will undergo a brief startup

sequence which will last approximately 8 seconds. During this

time the amber SYSTEM TEST message will be displayed.

After this short period the unit will become fully functional and

the LCD switch will display a green READY message.

3.2 “ALT HOLD” Mode

The altitude hold function is activated by momentarily pressing

the LCD switch which will then annunciate a green ALT HOLD

message on the LCD display. (During pre-taxi checks, servo

activation can be detected by resistance to manual yoke or

stick movement forward or backward).

IMPORTANT: Prior to taxi, momentarily press the remote

disconnect switch to disengage the servo. The LCD switch will

then display the READY message. A pre-flight checklist item

should be created to ensure the altitude hold system is disengaged (in the READY

mode). An additional safety feature available on the EZ-2 and EZ-3 systems is an

automatic servo disconnect on takeoff.

Once the aircraft is in flight, and the desired altitude has been reached, the aircraft should

be trimmed for stable, level flight. The pilot may then simply press the LCD switch and

the EZ altitude control system will enter the altitude hold mode and the LCD switch will

display ALT HOLD while it is employed. The servo will engage the elevator system and

control the elevators to maintain the desired altitude.

To disconnect the EZ altitude control system, the pilot may momentarily press either the

LCD switch or the REMOTE AUTOPILOT DISCONNECT switch on the stick or yoke.

ALT

DJUST

ALT

DOWN

DJUST

The system will then immediately release the elevators from servo control and enter the

READY mode. Turning off power to the unit will also release the servo.

3.2.1 Fine Adjustments to Altitude - While flying with the ALT HOLD engaged,

the ENCODER knob may be used to dial in very fine corrections to the engaged

altitude. Rotating the knob clockwise will cause an altitude increase (and cause

the LCD to indicate “ALT UP ADJUST”), while rotating the knob

counterclockwise will result in an altitude decrease and corresponding display.

Each “click” of the rotating knob will change the altitude by approximately 5 feet,

up or down, depending on the direction of rotation. When the altitude change is

completed, the green ALT HOLD display will appear. Alternatively, the encoder

knob may be pressed at any time to stop the adjust feature.

3.2.2 ADJUST TRIM Annunciator – As the flight progresses the aircraft may

require occasional trim changes as the fuel burn lightens the aircraft, or if the

throttle setting is changed. The servo will hold the proper altitude in all but

extreme out-of-trim conditions, but it is prudent to keep the aircraft properly

trimmed to avoid sudden excursions when the servo is disengaged.

The EZ-1 will sense when the aircraft is out of trim. If

the out-of-trim condition is minor it will not alert the

pilot. However, when the out-of-trim forces on the

servo exceed a predetermined amount, it will present a

message (flashing up or down arrows) to the pilot

advising that the aircraft trim should be adjusted. The

arrows on the display indicate the required direction of

trim adjustment. The altitude will be maintained even

though this alert is present.

When a trim adjustment is sensed by the computer the

“Trim” message will be removed, and the normal ALT

HOLD message will return. Pressing the ENCODER

switch while the “Trim” message is present will erase

the message, remove the trim correction provided by

the system and replace it with the ALT HOLD

message. If the out of trim condition remains after a

correction has been made, or the message has been

cleared the message will return in a short period of time.

Probably the quickest way to eliminate the out-of-trim condition is to momentarily

disconnect the ALT HOLD function by pressing the LCD switch, re-trim the

aircraft for level flight, and then reengage the ALT HOLD.

The EZ altitude control system is available with an automatic trim option which

will automatically trim the aircraft to remove any trim errors. This feature will

control a separate trim motor (customer provided) such as the Ray Allen

Corporation model T3-12A or similar motor.

NOTE – If the ADJ TRIM arrows appear on the LCD, but when the ALT HOLD is released there is

very little trim correction required to the aircraft, the SYSTEM GAIN setting is probably too low, not

allowing the system to properly control the aircraft. See section 6.0 for proper adjustment of the

SYSTEM GAIN setting,

TRM

DWN

TRM

BRITE

SET

GAIN

SET

SERVO

DBAND

CONTR

SET

If the pilot wishes to re-trim the aircraft without disconnecting the ALT HOLD,

trim adjustments should be made in small increments. When each adjustment is

made, the pilot should wait for approximately 30 seconds to allow the system to

sense the change. If the “Trim” message remains, continue further adjustments

until the ALT HOLD message returns.

3.3 Pilot Command Steering (PCS) Mode

In addition to the servo disconnect function, the REMOTE DISCONNECT switch can be

used to “fly to” another altitude. This is accomplished by pressing and holding the

REMOTE DISCONNECT switch for a period of more than three seconds. The servo will

immediately disengage so the airplane can be flown to a different altitude manually and

will “re-arm” after the three second interval. While in the “armed” mode the LCD switch

will flash an amber backlight and will display ALT HOLD. Releasing the remote

disconnect switch will engage the servo and cause the LCD switch to present a solid

green color while displaying the ALT HOLD message. The aircraft will then hold the

selected altitude.

3.4 System Gain, Brightness, Contrast, Servo Deadband and (optional)

Trim Speed settings

The SYSTEM GAIN, BRIGHTNESS, CONTRAST, SERVO DEADBAND and

(optionally) the TRIM SPEED settings are adjustable with the system in the ALT HOLD

mode. The same settings are available in the READY mode with the exception of the

SYSTEM GAIN setting. This menu mode is entered from either the READY mode or the

ALT HOLD mode by pressing in and holding the encoder switch knob for at least 3

seconds.

To activate this feature, perform the following steps when either READY or ALT HOLD

message is displayed on the LCD switch:

1. Press and hold the encoder switch knob until the GAIN SET message

appears on the LCD switch

2. Press (click) the encoder switch knob repeatedly

until the desired selection is displayed.

3. Rotate the encoder switch knob to change the

setting.

The GAIN setting (ALT HOLD only) controls

the response characteristics of the system.

The proper adjustment of the GAIN setting is

fully discussed in paragraph 6.0.

The BRIGHTNESS setting controls the

illumination level of the LCD background. This

setting is best done in subdued light.

The CONTRAST adjustment will allow

setting the optimum contrast for the pilots

viewing angle.

The SERVO DEADBAND setting controls

the “deadband” width of the servo. The

proper adjustment of this parameter is fully

discussed in paragraph 6.0.

FORCE

IMIT

TRIM

SPEED

The TRIM SPEED setting is only available if

the AUTO TRIM option is installed. The TRIM

SPEED setting allows the pilot to tailor the

speed of the trim correction for the particular

airplane and trim drive motor.

4. Press and hold the encoder switch knob for 3

seconds to exit back to READY or ALT HOLD display

mode

3.5 Safety Warning Features

3.5.1 Audible Warning

Whenever the servo disconnects from the elevator control system, an audio tone

is generated, consisting of 3 beeps. This tone may be routed into the aircraft

audio system, as shown on the wiring diagram on page 19. Alternatively, an

sequential DC voltage is also provided on the connector to allow use of an

external warning device, such as a Sonalerttm or other warning instrument.

3.5.2 G Force Limit

When giving elevator control over to a servo, the pilot

must be constantly vigilant to assure that any

unexpected system activity such as that caused by

extreme turbulence or meteorological wave activity

cannot impose excessive acceleration forces on the

aircraft. To assist in this endeavor, the EZ altitude

control system incorporates an accelerometer system

that continually monitors the G forces being experienced by the aircraft.

In the event the aircraft experiences abnormal G forces, the EZ altitude control

system is designed to automatically disconnect from the control system before

structural damage can occur. The software is designed to detect acceleration

(G) forces that can cause structural damage due to system activity (or pilot

override action). The system will monitor, but not react to, accelerations due to

moderate turbulence. However, the system may automatically disconnect in

high end moderate or severe turbulence. The pilot is always cautioned to use

proper judgment as to whether to engage the EZ altitude control system in these

types of conditions. The pilot should always follow the aircraft designer’s

recommendations with regard to autopilot engagement, maneuvering speed

limitations, etc.

System Response – When the EZ altitude control system detects an

excessive G force condition it will immediately issue a servo disconnect

tone and disconnect the servo from the control system. The LCD switch

will illuminate red while displaying “G FORCE LIMIT”.

Pilot Action – Determine the cause of the excessive G force problem.

If the disconnect was due to turbulence or pilot action, the alarm may be

cleared by pressing the LCD switch, which will put the system back in the

READY condition. Altitude hold may then be re-engaged by pressing the

LCD switch. Pilot judgment should be exercised in accordance with the

NOTE: Even when the Contrast / Brightness / Gain / or Servo Deadband is selected, the LCD switch or the

REMOTE DISCONNECT switch can be pressed to disengage the servo and return to the

READY mode. Likewise, if the selection was entered from the READY mode, pressing the LCD

switch will terminate the SETUP mode and activate the ALT HOLD mode

SERVO

CLTCH

SLIP

ERVO

IMIT

SERVO

CCW

IMIT

airframe designer’s limitation regarding use of an autopilot system in

turbulent conditions. If an EZ altitude control system control problem is

suspected, turn off power to the system and contact Trio Avionics for

direction before further use.

3.5.5 Servo Clutch Slip

The EZ altitude control system incorporates an

important special safety feature: a clutch within the

servo that can be overridden when actived by moderate

manual stick or yoke pressure. Sensors are provided

in the servo to detect slippage of the mechanical clutch

assembly. The message “SERVO CLTCH SLIP” will

appear as a flashing amber message if the condition is

sensed.

The clutch adjustment should be set during installation so that the system can

drive the elevator control system under normal conditions but be easily

overridden by a manual pilot input. Pilot override will force the clutch to slip,

allowing the pilot to take positive control away from the EZ-1 system in

emergency situations such as unexpected traffic. On the other hand, a clutch

slip message that appears for no apparent reason is probably due to the clutch

not being adjusted properly or by extreme out-of-trim conditions, thereby not

allowing the control system to be driven correctly.

System Response – the message “CLUTCH SLIP” will flash with amber

illumination. The message is advisory in nature and will not cause a

servo disconnect.

Pilot Action – If this message occurs under conditions other than a

manual servo override, the clutch adjustment should be checked to

ensure it is tight enough to drive the control system under normal

conditions including light to moderate turbulence and normal out of trim

conditions. However, you must assure that it is set loose enough that

the pilot can easily overcome it in an emergency.

3.5.4 Servo CW (or CCW) Limit

This red message indicates the servo crank arm has been

moved to a clockwise or counterclockwise position outside of

its normal range of operation. This error will result in an

immediate servo disconnect. The cause of this error is most

likely a manual system override by the pilot.

System response – immediate servo disconnect

and servo power down. Red SERVO CW (or CCW)

LIMIT message displayed.

Pilot Action – Determine the cause of the SERVO

CW (or CCW) LIMIT message. If not due to pilot

manual override, tighten the servo slip clutch to allow

greater servo control of the elevator system.

SERVO

FAULT

3.5.5 Servo Fault

This red message can be due to several factors

based on sensors within the servo and will always

cause an immediate disconnect and power down of

the servo.

System Response - In all cases the servo will be

immediately disconnected from the system, servo

power will be automatically removed and a red error message will be

displayed

Pilot Action - If the SERVO FAULT closely followed an extreme out of

trim condition, CLUTCH SLIP or G FORCE LIMIT alarm , press LCD

switch and continue normal operation. If the cause is unknown, or

occurs in conditions other than described above, perform ground tests of

the system paying particular attention to the wiring from the servo to the

electronics module and the mechanical linkage. If the problem persists,

contact Trio Avionics for assistance.

4.0 System Safety Features

The EZ altitude control system incorporates many safety features to ensure the system

cannot force the airplane into an un-commanded, unsafe flight regime. The following items

are implemented to ensure flight safety.

4.1 Aircraft G-load sensing.The AH module contains an accelerometer interfaced to

the main processor that is used to detect unusual positive or negative flight loads.

Software algorithms prevent unnecessary detection due to turbulence, but allow

shutdown of the servo if the flight loads exceed preset g-force limits. The intent of this

implementation is to prevent aircraft structural failure caused by an un-commanded

excursion of the servo or trim actuators. The fault condition is annunciated on the LCD

switch with the G FORCE LIMIT message

4.2 Servo Electronics monitoring. The servo and trim motor drive circuits are

instrumented and monitored by the servo main processor (SMP). The SMP commands

the magnitude and direction of the servo motor drive output. Any error in the

commanded state of these signals is reported back to the AH module via a digital data

link and results in a SERVO FAULT message on the LCD.

4.3 Clutch Slip Detection.Circuitry and software is provided that detects any slipping of

the safety clutch in the servo. Normally, this condition would only exist in the event the

pilot manually forced the control system into a position that exceeded the commanded

drive position of the servo. This event is reported to the AH module for resolution. The

amber CLUTCH SLIP message is displayed for a momentary slip condition.

4.4 Rotation Limit Detection. Under normal conditions the servo arm moves less than

20 degrees in either direction from the neutral (servo zero) position. If, for any reason

(commanded, un-commanded or pilot manual override), the crank arm transitions

approximately + / - 10 degrees outside of this range servo power is disconnected and a

red error message (CW or CCW LIMIT) is displayed.

4.5 Supervisory processor monitoring. The Servo Main Processor (SMP) is

continuously monitored by an independent supervisory processor to ensure it is

executing its program as designed. This is implemented via a “heartbeat” signal from

the SMP each 10 milliseconds. If for any reason the processor does not provide a

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