ei fuel flow manual
LINK 1 ENTER SITE >>> Download PDF
LINK 2 ENTER SITE >>> Download PDF
File Name:ei fuel flow manual.pdf
Size: 3987 KB
Type: PDF, ePub, eBook
Category: Book
Uploaded: 16 May 2019, 17:53 PM
Rating: 4.6/5 from 705 votes.
Status: AVAILABLE
Last checked: 6 Minutes ago!
In order to read or download ei fuel flow manual ebook, you need to create a FREE account.
eBook includes PDF, ePub and Kindle version
✔ Register a free 1 month Trial Account.
✔ Download as many books as you like (Personal use)
✔ Cancel the membership at any time if not satisfied.
✔ Join Over 80000 Happy Readers
ei fuel flow manualLeave all boxes unchecked for unit only. These alerts catch your attention by blinking the low fuel LED which will turn off when acknowledged by pushing any button or switch. These alerts can be at any time from the front panel of the FP-5. By setting these alerts, the FP-5 becomes a Fuel Managing Co-Pilot, alerting you when it is time to check your fuel levels, switch tanks, compare your time to destination calculations to the FP-5 readings or any other function you need to perform. This warning catches your attention by blinking the low fuel LED which will turn off when acknowledged by pushing any button or switch. This warning is an emergency warning, similar to those on other fuel flow instruments, but it is pilot programmable from the front panel at any time. This programmability allows you to set the limit to your specifications according to your aircraft and your desired safety margin (not a fixed limit chosen by a loran or fuel flow manufacturer). FP-5L kits interface with any GPS or Loran that has an Argus RS-232 output part. To further manage your fuel and provide safety the FP-5 displays fuel pressure in.2 PSI increments to 100 PSI. Includes FT-60 Transducer. A gravity feed system requires the FT-90 flow transducer.In summer of 2013. However I never installed the instrument till summer of 2015 and followed the instructions closely to prevent transducer vibrations. Happy with the install it worked well for three summers on my float plane totaling less then 100 hours the transducer failed. After closely looking it over for loose wires or dirt I finally contacted EI which at least the replied quickly. However they refuse to give a discount on a replacement FT90. Guess things are not built to last anymore.The gauge is still certified but you will need a sign off on it. You can check our document tab to see the STC listing. Is a functional module required for basic operation?http://thekualalumpurpages.com/paddyspalmspub/temp/dagr-operator-and-maintenance-technical-manual.xml
- Tags:
- ei fuel flow manual, ei fuel flow manual, ei fuel flow manual, ei fuel flow manual transmission, ei fuel flow manual diagram, ei fuel flow manual transfer switch, ei fuel flow manual pdf, ei fuel flow manual, ei fuel flow fp-5 manual.
Fuel hoses, a circuit breaker, and electrical connectors are all that is needed for installation. What size circuit breaker is required for installation. Is there a recommended part number available? All rights reserved. Prices subject to change without notice. Invoice currency USD. You must have JavaScript enabled in your browser to utilize the functionality of this website. What is the Electronics International FP-5L. These instruments are the industry's premium digital fuel flow monitors. Many fuel flow monitors are either quick to respond and unstable, or stable but very sluggish in response to mixture control adjustments. The FP-5L use special proprietary algorithms, which enable the instruments to display fuel flow that is rock solid, yet responds instantly to the slightest mixture change. Not only is the FFP-5L an outstanding examples of precision craftsmanship, but the flow transducers that provide the instruments with flow information are literally hand assembled by Electronics International's skilled technicians, ensuring every component of the transducer is finely tuned and balanced. This kind of obsessive attention to quality is one of the many things that sets our company apart from the rest, and is the reason why our flow transducers are used throughout the aviation industry. EI FP-5L Functions Fuel Flow Accurate, Stable Fuel Flow with a resolution of.1 GPH. Flow can be easily set to disply in British Gallons, Lbs, Liters, or Gallons. Horsepower Horsepower is based on fuel flow, and is accurate up to the leaning process (add an FM-T to the Auxiliary Channel for accuracy througout all operations). This function an be set to read in percentage or raw Horsepower. Alarms will alert you when you've reached programmed limits for remaining fuel. Fuel Used Fuel Used during the current flight, as well as fuel used since your fill up is kept track of to the tenth of a gallon. Time to Empty Time to Empty is based on Fuel Remaining and the current Fuel Flow.http://elitedentallasvegas.com/userfiles/dagr-field-manual.xml An alarm will alert you when you've reached a programmable limit. Miles Per Gallon Accurately keeps track of your gas mileage. This function can be displayed in Statute or Nautical Miles per Gallon. Pressure Channel The Primary FP-5 and FP-5L are not only a fuel flow instrument, but are also highly accurate, digital fuel pressure instruments when the fuel pressure function module is also purchased (EI FM-FP). Make sure when ordering that you have your upper and lower pressure limits available. Recurring Fuel Used Alarm The Recurring Fuel Used Alarm can be set for any whole number of gallons used, alerting you to change tanks at a programmable interval of gallons used. This is an excellent tool for fuel tank management. Intensity Control Independent control lines allow pilots to adjust the intensity of both the Green Indicator Lights and the LCD Backlight during instrument operations. Red Low Fuel Warning LED This LED will blink any time the programmed First or Second Low Fuel Limit, Time to Empty Limit or Reocurring Alarm is reached. When displayed, the red LED is always at full intensity and will flash during instrument power-up. Check out the Electronics International FP-5L Options available by clicking the Related Items tab. Pressure Range: 0 to 40 psi Over Pressure: 90 psi without damage Min. Burst Pressure: 120 psi.Not responsible for typographical or misprint errors. Grants Pass, OR, USA. All rights reserved, All reproduction in part or in whole prohibited. The pilot programs the FP-5 with FP-5 derives and displays useful rate-based information such as. Time to Empty and Fuel Remaining. I have owned an FP-5 for several years I attribute to by my inability to replenish the fuel tanks to precisely the same FP-5, I confidently and routinely made long-duration flights that I would not FL-5's user interface contains a subtle, but dangerous flaw that makes it possible FP-5's display.http://www.raumboerse-luzern.ch/mieten/boss-ch-1-service-manual This leads to under-reporting the rate of fuel burn by FP-5'sBased upon the FP-5, you Once in this mode, one cycles through the selections Simultaneously pushing Because it is measuring fuel flow in Imperial gallons, however, the FP-5 The astute Consider when Second, the display correctly indicates the In short, such I discovered the error After learning what caused the error, I asked Justin whether he had Portland, then programmed 52 gallons into the FP-5. At 10,000 feet, I adjusted The fuel flow was I carefully monitored all the engine. Had the encountered a stronger-than-forecast headwind or been forced to divert This is not surprising. Highly modal interfaces such as that of the FP-5 (and similar instruments from a The simple fact is that when When I pointed out that this was a very Recall that in earlier The REV H manual, documents a significant improvement:: It's difficult for me International has a well deserved reputation for excellent products, customer service, and This is exactly the type of company we in It's therefore perplexing that such an excellent But since the premise is that you landed in. To start viewing messages,Will Rogers We corrected the install and bought a new cube and it was very accurate. Having accurate fuel flow is really sweet. In a Cessna I would still dip tanks at least once a day and anytime the flow isn't what you are expecting.Psalms 19:1They advertise it as self adjusting and it easily could have been. Let me know what you think after you fly it, I've got 150 hours on mine. From a tech's point of view that can be tough as I can't set up all parameters before I give it back to the pilot. A lot of them are pissed when they have to customize their own programming. WebAs someone else commented, on a certified plane, you're installing via STC and the IA who wants to keep his license will follow it to the letter. When I first purchased the FP-5L (used, from an idividual), the internal light did not work.https://diatecgroup.com/images/casio-2894-user-manual.pdf They not only checked it out completely, but they set the K-factor what they typically see for the O-200, and replaced the burned out bulb with a new-style LED that should be good for life. I still wanted to confurn the K-factor was as accurate as possible, but I was still flying with my CFI to earn my tailwheel endorsement. So before we flew, I refilled the tanks to a consistent level, using a fuel dipstick I created for this purpose. I calibrated the dipstick by draining the tanks (to completely empty), and filled them 2 gallons at a time (1 gallon in each side), marking the stick as I went. Incidentally, when in the 3-point attitude on the ramp, absolutely nothing registers on the dipstick until there is at least 5 gallons in the left tank, and 7 gallons in the right tank. (That 2-gallon difference in the readings is consistent, regardless of which direction I point the nose. The O-200 only burns 5.6 GPH at max cruise, so 10 gallons would be about 45 minutes of fuel at max cruise speed, plus my hour of fuel reserve. Since most of my flights are longer than 45 minutes, the dipstick works just fine to cross-check the FP-5L readings. I tweaked it for a couple more fillups, and it's now about as accurate as I can imagine. After yesterday's flight, the FP-5L showed it should take 32.2 gallons to fill the tanks. It actually took 31.5 gallons. That's pretty darn good accuracy, and I won't try to get it any closer. I like for the fuel flow meter to be very slightly pessimistic. Also during yesterday's flight, the air was finally smooth enough that I could finally check the accuracy of the float gauge in the wing at low fuel levels. The float is completely undampened, so in turbulence it bounces so much it's hard to know what you're actually reading - especially when you have to twist your head around at wierd angles to read it with your bi-focals - LOL. It makes for a happy pilot when the gauge and flow meter agree. Leaning with the F2 setting (which apparently just averages the fuel flow over the last 3 seconds and shows that amount on the gauge) was frustrating.Put two bolts through the existing holes in the sensor and run them through two matching holes in the firewall or a fabricated mounting tab that you have put onto the firewall. Just make sure that you follow the instructions for orienting the sensor (wires up). WebThis is where I plan to have my fuel sensor located. I notice the installation recommends a straight line into the sensor to reduce fuel turbulence and increase accuracy. Kind of a tight spot for a straight line.All Rights Reserved. STC'd FAA-PMA Factory warranty starts when equipment installed. One year plus free 90 day extension. I can normally go from idle to full throttle. By using our website, you agree that we can place these types of cookies on your device. This decision can be reversed. This decision can be reversed. By using our website, you agree that we can place these types of cookies on your device. This manual contains important information that may affect the safety of your aircraft. This product may be returned for a refund. Page 3 Contents Warranty. 2 System Description:. 3 Display arning LEDs, and Alarms. Fuel Flow and Pressure Transducers are NOT covered under this warranty. They are covered by the original equipment manufacturer. Electronics International Inc. Page 6 In addition to these seven display modes both units have the following pilot programmable settings (used to set up the display and alarms): Display in Gallons, British (Imperial) Gallons, Pounds or Liters; Fuel Remaining; Auto Calibrate the K Factor; two Low Fuel Alarms; Time to Empty Alarm; Reoccurring Fuel Used Alarm; High and Low AUX Alarm. Also, both units have Power-Up Programmable Settings that are used to configure the instrument for your personal preferences, aircraft and engine. Page 7 B. Second Low Fuel Alarm: This alarm should be set as a warning (example: 5 gallons). When the Alarm Limit is violated the red Low Fuel Warning LED will start to blink. Pushing any button or switch will stop the blinking and the LED will go solid red. Also, a bar in the lower left corner of the display will be shown when displaying “REM”. C. Time to Empty Alarm: This alarm may be set for a time to empty value (example: 1 hour). Page 8 Display Modes and Operating Features: The following chart is an overview of the Display Modes and Pilot Programmable Settings available. To insure accuracy, which is essential, the FP-5(L) provides a pilotprogrammable K Factor to correct for these differences. Initially, the FP-5(L)'s K Factor is set to a value which is marked on a tag supplied with the flow transducer. The value is displayed in hours and minutes up to 19 hours and 59 minutes. Once speed and distance data have been received, Fuel Reserve will be computed instantly and displayed on the FP-5L. To program the display, perform the following steps: A. Select the “FLOW” Display Mode. B. Momentarily push both “PRG” buttons. Page 18 this alarm is 30 minutes’ worth of fuel (at cruise) for a VFR pilot or 45 minutes for an IFR pilot. In the “REM” display mode a bar in the lower left corner of the display will be shown when the Second Low Fuel Alarm Limit has been violated. Programming this alarm to “000” disables the alarm. To program the First and Second Low Fuel Alarm Limits, perform the following steps: Blinking Digit (0) A. Select the “USED” Display Mode. B. Momentarily push both “PRG” buttons. Page 19 Reoccurring Fuel Used Alarm - The Reoccurring Fuel Used Alarm may be programmed to blink the Low Fuel Warning LED each time the fuel used reaches the programmed limit. Example: You have 40 gallons of fuel on board. You set the Reoccurring Alarm to 5 gallons. You will get an alarm every 5 gallons of fuel used (i.e., when your fuel levels reaches 35, 30, 25, 20, etc. gallons). Pushing any button or switch will turn off the blinking LED. Page 20 set to the highest acceptable level for the function measured. In the “AUX” Display Mode a bar in the upper left corner of the display will be shown when the high limit has been violated. Programming this limit to “000” disables the alarm. Page 21 Power-Up Programmable Settings: The FP-5(L) has nine Power-Up Programmable Settings and the FP-5L has two additional settings. These programmable settings need to be set only once to configure the instrument to your aircraft, engine and personal preference. Also, the shape of the tank and the dihedral of the wings can aggravate the situation. The data received is used to calculate fuel to destination, fuel reserve and miles per gallon. Page 25 11. Scan Rate: Blinking Digit The Scan Rate (the time the FP-5(L) takes to switch between display modes) can be set from 0 to 9 seconds. Green Display Mode Indicator LEDs: The intensity of these LEDs is controlled by the dimming wire. 12 or 24 volts on this wire will dim the LEDs for night operation. Fuel Remaining: 999 Gals. Fuel flow data on the IFD440. According to the manual, if the IFD receives FF data, it goes to the fuel page on power up. Mine does. But displays nothing. The FP-5L however, when asked fuel to destination, responds with correct information. I am told the lack of display is another 10.2 fix. Can anyone confirm? After several tries, I've given up getting EI and Avidyne to talk. (: I have a 540 and FP-5L and had the same situation, I believe it was a settings issue that resolved it, but I'm not positive. I have full fuel capability between the units.After several tries, I've given up getting EI and Avidyne to talk. (: I did this on my transponder to get ADSB working. I did it on my cell phone at the airplane. Problem solved. This output configuration occurs at the EI factory when you first order it. As Flyingcoham said above, the data feed to the MUX is an old proprietory data stream format. Edited by Dlesh123 - 14 Dec 2016 at 9:50pm This output configuration occurs at the EI factory when you first order it. As Flyingcoham said above, the data feed to the MUX is an old proprietory data stream format.I have fuel from the FP-5L on the 540, GPS from the 540 going to the FP-5L and fuel going to the mux - all working. I do not recall how I hooked up the mux, but this discussion has jogged my memory a bit. I think my fuel flow module is split and sent to the FP-5L and UBG in parallel. The UBG goes to the mux, my FP-5L goes to my 540 (and 540 to my FP-5L). The FM-FLOW module converts the pulses from the fuel transducer into temperature like readings. The FM-FLOW module is then connected to the UBG-16 and it reads it as a temperature, but displays it as fuel flow. The UBG-16 is then connected to the MUX and the fuel information is recorded via the UBG-16 information. EI insisted it wasn't possible, but creative minds can overcome, as evident by your solution. I think our FP5L feeds the MUX, but if the UBG could do that, then I see how yours works. Will have to run that by our installer to see if we could do that. Thanks Edited by Dlesh123 - 14 Dec 2016 at 11:22pm When they did my install, they requested my F-5L install manual and worked through it with the IFD 440 install manual. I believe they had to change some wiring. Maybe your installer doesn't want to read the manuals. The calculator pages provide some of the most useful information on the IFD440 when working through fuel calculations enroute. k The FM-Flow is not very well advertised so I bet most people didn't even know this configuration existed. I had a friend with a 182 and we installed an FP-5L, and then a few years later a UBG-16. We did like you said, installed the FM-Flow module with the UBG and split the transducer output so that he wouldn't lose his interface between the FP-5L and his (then) GNS430W. We installed the FM-Flow module because he wanted fuel flow as a recorded parameter on the MUX-8 and he didn't want to give up the fuel-GPS interface. As I recall, he had the same 'kind of a shame' moment that you just had. David Bunin Edited by DH82FLYER - 09 Jan 2017 at 11:20am Avionics Place in Rockford, IL installed the IFD540; the FS-450 was previously existing equipment. We had no discussion about interfacing the two, it just happened. From that, I'm inferring that it must be a standard configuration included with the installation instructions. My fuel flow reads perfectly now. We installed it yesterday and it all works, except for the L part. It won’t communicate with the GPS in either direction. In fact, the screens that are supposed to be there to program how it talks to the GPS aren’t even there. It’s like its an FP-5. It says FP-5L on the side. It has fuel to destination and MPG functions. But they just don’t seem to work. Did I get a bad unit or did we miss something on the programming. I do not have a fuel pressure transducer. I only have fuel flow. Is there a chance that that is required for the GPS functions to work?If there are only 9, then it would seem you have just the FP-5.If there are only 9, then it would seem you have just the FP-5.It’s labeled an L. It has wires in the factory harness for RS232. It has the labels that only the L has. Maybe it is the missing pressure sensor (which makes no sense. But, who knows.the factory!)I’m not upset with the seller, it has every indication it’s the L. It has a 30 day guarantee, so if I can’t straighten it out with EI (maybe there’s something we did wrong!) I’ll return it. Just a bummer because it looks brand newYou're smart to be addressing this right away; sometimes these things sit in the box for a couple months before being installed. Then, when problems develop the 30 day guarantee has expired!Does your FP-5L power-up programming offer L 1 or L 2 options. These are the older FP-5L Loran settings for setting up the system to interface with a GPS. The newer versions of the FP-5L include In1, In2, In3, Ot0, Ot1, Ot2 and Ot3.Does your FP-5L power-up programming offer L 1 or L 2 options. The newer versions of the FP-5L include In1, In2, In3, Ot0, Ot1, Ot2 and Ot3.But I'm not sure. In addition, when I press the F to D button nothing happens. I don't get any indication. Do you have to hold the button down for some period of time?But I'm not sure. In addition, when I press the F to D button nothing happens. Do you have to hold the button down for some period of time?The original invoice shows it to be a FP-5L and it was returned in 2012 for a bench test, but I don't have any details as to what was done, other than it was still invoiced as a FP-5L and unfortunately that invoice has been archived. This one has me stumped. I'm assuming it was re-programmed for a FP-5 at some time mistakenly. The silver lining is that it can be easily reprogrammed for a FP-5L, but it would have to be returned to do so. The original invoice shows it to be a FP-5L and it was returned in 2012 for a bench test, but I don't have any details as to what was done, other than it was still invoiced as a FP-5L and unfortunately that invoice has been archived. The silver lining is that it can be easily reprogrammed for a FP-5L, but it would have to be returned to do so. I'm sure that isn't free, and I need to work out with the seller how he'd like to handle that. I'm sure that isn't free, and I need to work out with the seller how he'd like to handle that. Pretty uncommon these days.Works great now!How do I do that?Paste as plain text instead Display as a link instead Clear editor Upload or insert images from URL.You can adjust your cookie settings, otherwise we'll assume you're okay to continue. For a better experience, please enable JavaScript in your browser before proceeding. It may not display this or other websites correctly. You should upgrade or use an alternative browser. It was installed before the Dynon was installed and ran fine. I have wired it per the manual rev AE on page 7-57. Black - pin 30 White - pin 14 Red - pin 15 The wires ring out just fine. I have configure the Dynon Ems mapping to fuel flow and set the k factor to 68000. The problem I'm having is there is no flow indicated. Fuel pressure reads fine. Is there another location to tell the EFIS that this is a FT-60 rather than a Flow Scan 201B. I've not found anything in the manual. BTW I've run the engine on the ground and everything is running just fine. Thanks, The wire tones out fine but found only 8.x volts comming into the Ems box from the network. Checking with Dynon tech support now. thx, MFZ IE, if you're getting ZERO flow, there's likely a wiring problem somewhere or possibly an issue with the sensor. Note that the main SkyView power bus IS actually 8V, but there is another 12V line that goes along with it. In any case, you really want to be looking not at what's on SV Network, but what's on EMS pin DB37 pin 15. That should have 12V on it. As previous poster said, make sure you haven't accidentally used the 5V output line. The temp makes it difficult to work in the hangar. I did directly connect the Red and Black wire from the fuel flow to the battery. I still got Zero on the fuel flow display. That would lead one to assume it is the fuel flow sensor. But this doesn't make sense, it was working fine before the install of the new panel. My plan is, I was going to test this one if the above test failed. Both can't be bad. What 5v line ? Thx, MFZ I was able to connect the old EI fuel flow gage to the fuel transducer. The problem must be in my wiring, or the EMS module, which I doubt. I'm not using the 5v line but am wired to, Black - pin 30 White - pin 14 Red - pin 15 I will ring out the wires once again and try moving the ground to another pin. If that doesn't work, I don't know what to do next. Thx, MFZ I just sent my FT-60 back with less than 1 year of use. I went from 20 gallons to zero suddenly. I discovered that the wiring was fine by testing the power and ground with ammeter and getting 11.5V than I touched the signal wire to ground, if you tap or leave on any ground in plane it triggers a signal. Seeing the wiring was fine I removed the transducer and cleaned it and noticed the wheel was not spinning hence the failure of the transducer. So if Pin15 and pin 30 are getting you a 12v or so indicator you need not look further-wiring is working if 14 is tapped on any ground on plane and you see a signal the wiring is fine.Are you using the correct K factor for your plane. RV-12 need like 90000, my -10 needs 71500 and Ive heard others needed less than 68000 (default) Im guessing the low fuel flow (well it may be right for you but low for me) tells you the wiring is working (or you would get 0.0) so either the k factor is way off or the spindle has something slowing it down (dirt or other) let us know if you resolved the issue. I was certain the pins were correct but that must have been it. This transducer uses standard AN fittings and is also popular choice for larger aircraft as is high flow version of the the MGL OptiFlow. This more expensive transducer uses standard AN fittings and is a popular choice for larger aircraft. They are compatible with avgas, jet fuel, engine oil and many other fluids. However, you may wish to This probe This probe (shown below) is recommended Installation instructions for the probe can be downloaded by clicking on the second link below. The sender is made by Honeywell. It can be used on manifolds that do not have provisio n for this thread by drilling a 5mm hole for the probe and welding a suitable 8x1 fine pitch nut to the manifold to retain the probe. Typical positions are: The 10mm probe is popular for use as general temperature monitoring probe and can easily be bolted down (gearbox temperature etc). If desired, this can be removed easily with Hyrochloric acid (pool acid) but this does not affect the probes performance. Isolated probe configuration. Shunts may change in shape and form factor but are generally similar to the image on the left. In this case you can use the brass body of an existing probe that fits your engine requirements, open this probe and remove everything that is inside (so that you end up with an empty brass body with the correct dimensions and thread). Then insert our LM335 probe and ensure that the probe body contacts the brass body (to enure rapid transfer of the temperature). Then use a oil resistant epoxy to seal the probe inside the brass body. This provides it in a convenient form for fast and easy installation as an ambient temperature sender, without the need to fabricate a housing. However, it can also be used with any of our other instruments which display rpm (including the E-1, and Rotor-1). The device This device can protect any instrument Detailed information on how The RDAC-VT is very similar to the RDAC-VD, but, provides a modified RPM input intended for turbine engines (primary RPM or N1). The RDAC CAN emulates RDAC 1 (Lane A) and RDAC 2 (lane B). For twin engined applications, RDACs 3 and 4 can be emulated in similar fashion. The fuel level sender inputs are compatible with resistive fuel senders, but, can also be used with any fuel level sender that can provide a DC output in the 0-3V range (internal pull-up resistors used for the resistive level senders can be switched off). Input terminals CHT1, CHT2, Oil pressure or Oil temperature can be used. Those same terminal positions can also be used on a second RDAC unit. If this is necessary, consider a low cost RDAC VD as second RDAC. High levels of fault protection and complete galvanic input to output isolation plus simple avionics battery backup solutions complete this useful device. Only a single port is required to control multiple servos. Note, that this antenna is included in with all MGL Avionics products that include a GPS receiver. An SMA type connector (shown in photograph) is used on all current GPS products (larger, screw-on connector), whilst an MMCX was used on older GPS products (small, push-on connector). The SP6 modules is effected by elecromagnetic feilfds in the same way as a standard magnetic compass. This is particularly recommended for our EFIS systems. This ensures that, when a back-up battery is installed, it will remain fully charged. An information sheet with directions on how to do that can be However, some In such cases, This device converts the serial The CNV-AT MK II converter accepts the altitude and local pressure setting information from our Stratomaster systems and converts this information to Gillman code in a format compatible with mode-C transponders (like the Microair T2000). This small device converts a PC USB host port to USB. Can be used with Flightlog program, Ultra, Extreme and Flight instruments (not required for Enigma unless for special applications). They must be downloaded here and installed on your PC. After this, connect the USB converter and follow the normal Windows USB device installation. Details of this in the installation document. It is used to It can store the full flight All you have to do is, every now and The Flight log software.