Nesis III User’s Manual

© Kanardia d.o.o.
October 2020

Release for software version 3.7

Nesis III User’s Manual

Contact Information

Publisher and producer:

Kanardia d.o.o.
Lopata 24a
SI-3000
Slovenia

Tel: +386 40 190 951

Email: [email protected]

A lot of useful and recent information can be also found on the Internet. See
http://www.kanardia.eu for more details.

Copyright

This document is published under the Creative Commons, Attribution-Share-

Alike 3.0 Unported licence. Full license is available on http://creativecommons.
org/licenses/by-sa/3.0/legalcode web page and a bit more human read-
able summary is given on
http://creativecommons.org/licenses/by-sa/3.0/. In short, the license
gives you right to copy, reproduce and modify this document if:

ˆ you cite Kanardia d.o.o. as the author of the original work,

ˆ you distribute the resulting work only under the same or similar license
to this one.

Credits

This document was written using TeX Live (LATEX) based document creation
system using Kile running on Linux operating system. Most of the figures were
drawn using Open Office Draw, Inkscape and QCad applications. Photos and
scanned material was processed using Gimp. All document sources are freely
available on request under the licence mentioned above and can be obtained
by email. Please send requests to [email protected].

3 © Kanardia 2018-2020
Nesis III User’s Manual

Third Party Licensing

Nesis software is using the Qt Library published by The Qt Company. The
LGPLv3 license version is used. Please refer to the License section on page
126 for more details.

Revision History
The following table shows the revision history of this document.

Date Description
Sep 2018 Complete manual rework to match software version 3.3
Jan 2019 SW 3.4: GNSS Constellation window added, CTR is shown
filled, UL Power, MWFly engine, Trig radio, Eagle Flarm,
AIR Traffic support, GSA added to standard NMEA output,
parameter editor enhancements, bug fixes.
Mar 2020 SW 3.6: New traffic message, various counters in info, remov-
ing unnamed waypoints, engine only logs, improved Rotax iS
support, CAS support, WiFi GDL90 support, bug fixes.
Oct 2020 SW 3.7: New route planning page, wired GDL90 support,
trim positions on all screens, METAR reports interpretation,
bug fixes.

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Nesis III User’s Manual CONTENTS

Contents
1 Introduction 11
1.1 Icons Used Trough the Manual . . . . . . . . . . . . . . . . . . 11
1.2 Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.3 Cautions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

2 System Overview 14
2.1 Components in the Nesis System . . . . . . . . . . . . . . . . . 14
2.1.1 Required CAN Bus Components . . . . . . . . . . . . . 14
2.1.2 Optional CAN Bus Components . . . . . . . . . . . . . 15
2.1.3 Optional CAN Bus Displays . . . . . . . . . . . . . . . . 17

3 Display Operation 18
3.1 Display Overview . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3.1.1 Touch Screen . . . . . . . . . . . . . . . . . . . . . . . . 20
3.2 Turning ON/OFF . . . . . . . . . . . . . . . . . . . . . . . . . 20
3.3 Start-up Sequence . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.4 Status Bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
3.4.1 GDL90 Devices . . . . . . . . . . . . . . . . . . . . . . . 23
3.5 Screens . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
3.6 Classic Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
3.7 Navigation Screen . . . . . . . . . . . . . . . . . . . . . . . . . 27
3.7.1 Main Elements of the Navigation Screen . . . . . . . . . 27
3.7.2 Moving the Map Around . . . . . . . . . . . . . . . . . 29
3.7.3 Open Flightmap Association and Map Details . . . . . . 30
3.7.4 Map Layers . . . . . . . . . . . . . . . . . . . . . . . . . 31
3.7.5 Airspace Filter . . . . . . . . . . . . . . . . . . . . . . . 32
3.8 Engine Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
3.9 Modern Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
3.9.1 Video . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.10 Screen Elements . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3.10.1 Airspeed Indicator . . . . . . . . . . . . . . . . . . . . . 37
3.10.2 Small Attitude Indicator . . . . . . . . . . . . . . . . . . 39

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3.10.3 Altitude Indicator . . . . . . . . . . . . . . . . . . . . . 40

3.10.4 Tachometer (RPM) and Manifold Pressure Indicator . . 41
3.10.5 Gyroplane Engine RPM, Rotor RPM, Manifold and
Prerotation Indicator . . . . . . . . . . . . . . . . . . . . 42
3.10.6 Helicopter Rotor and Engine RPM Indicator . . . . . . 43
3.10.7 Mini Engine Monitor . . . . . . . . . . . . . . . . . . . . 43
3.10.8 Fuel Computer Monitor . . . . . . . . . . . . . . . . . . 44
3.10.9 OAT, Flight Time, Fuel . . . . . . . . . . . . . . . . . . 45
3.10.10 Direction Indicator . . . . . . . . . . . . . . . . . . . . . 45
3.10.11 Special Markings on Engine Parameters . . . . . . . . . 46

4 Flight Time Activities 47

4.1 Main Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
4.2 QNH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
4.2.1 QFE Setting . . . . . . . . . . . . . . . . . . . . . . . . 49
4.2.2 Initial QNH Setting . . . . . . . . . . . . . . . . . . . . 49
4.3 Radio Standby . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
4.4 Selecting a Waypoint . . . . . . . . . . . . . . . . . . . . . . . . 50
4.4.1 Creating a Marker . . . . . . . . . . . . . . . . . . . . . 51
4.4.2 Waypoint Details . . . . . . . . . . . . . . . . . . . . . . 51
4.5 Route . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
4.5.1 Activating a Route . . . . . . . . . . . . . . . . . . . . . 54
4.5.2 Creating a New Route – Nesis Without Touch Screen . 55
4.5.3 Creating a New Route – Nesis With Touch Screen . . . 56
4.5.4 Importing a Route . . . . . . . . . . . . . . . . . . . . . 59
4.5.5 Deleting a Route . . . . . . . . . . . . . . . . . . . . . . 60
4.5.6 Renaming a Route . . . . . . . . . . . . . . . . . . . . . 60
4.5.7 Editing a Route . . . . . . . . . . . . . . . . . . . . . . 60
4.5.8 Reversing a Route . . . . . . . . . . . . . . . . . . . . . 60
4.5.9 Actions on an Active Route . . . . . . . . . . . . . . . . 61
4.6 Adjusting Fuel Level . . . . . . . . . . . . . . . . . . . . . . . . 61
4.7 Setting Pitch Correction . . . . . . . . . . . . . . . . . . . . . . 62
4.8 Pitch and Roll Trim . . . . . . . . . . . . . . . . . . . . . . . . 62

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5 Flarm and ADS-B Receivers 62

5.1 Directional and Non-Directional Traffic . . . . . . . . . . . . . 64
5.1.1 Flarm Subsystem . . . . . . . . . . . . . . . . . . . . . . 64
5.1.2 ADS-B in Subsystem . . . . . . . . . . . . . . . . . . . . 64
5.2 Traffic on the Moving Map . . . . . . . . . . . . . . . . . . . . 65
5.3 Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
5.4 Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
5.4.1 Info . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
5.4.2 General Settings . . . . . . . . . . . . . . . . . . . . . . 70
5.4.3 ADS-B Settings . . . . . . . . . . . . . . . . . . . . . . . 71
5.4.4 Range Settings . . . . . . . . . . . . . . . . . . . . . . . 72
5.5 Errors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
5.5.1 ’New traffic’ messages . . . . . . . . . . . . . . . . . . . 73

6 Engines with ECU 74

6.1 Rotax iS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
6.1.1 Status details . . . . . . . . . . . . . . . . . . . . . . . . 75

7 Logbook 76
7.1 Show Details . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
7.2 Copy Flight to USB . . . . . . . . . . . . . . . . . . . . . . . . 80
7.2.1 The Kml File . . . . . . . . . . . . . . . . . . . . . . . . 80
7.2.2 The Tab File . . . . . . . . . . . . . . . . . . . . . . . . 81
7.3 Copy Logbook to USB . . . . . . . . . . . . . . . . . . . . . . . 83

8 User Options 84
8.1 Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
8.2 Logbook . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
8.3 Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
8.4 Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
8.4.1 User . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
8.4.2 Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
8.4.3 Range & Fuel . . . . . . . . . . . . . . . . . . . . . . . . 88
8.4.4 Screen . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89

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8.4.5 Map . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
8.4.6 Logger . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
8.4.7 Maintenance . . . . . . . . . . . . . . . . . . . . . . . . 92
8.4.8 Engine Shut Down . . . . . . . . . . . . . . . . . . . . . 92
8.4.9 Glide . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
8.5 Pilots . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
8.6 Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
8.6.1 Editing an Alarm . . . . . . . . . . . . . . . . . . . . . . 96
8.7 Brightness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
8.8 Audio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
8.9 Compass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
8.10 ADSB/Flarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
8.11 Waypoints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
8.11.1 New Waypoint . . . . . . . . . . . . . . . . . . . . . . . 99
8.11.2 Import . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
8.11.3 Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
8.11.4 Delete all . . . . . . . . . . . . . . . . . . . . . . . . . . 100
8.11.5 Delete unnamed . . . . . . . . . . . . . . . . . . . . . . 100
8.11.6 Waypoint Edit/Delete . . . . . . . . . . . . . . . . . . . 100
8.12 Transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
8.12.1 When Copy Fails . . . . . . . . . . . . . . . . . . . . . . 102
8.13 Update . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
8.14 Wireless . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
8.15 Info . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
8.16 Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105

9 Service Options 105

9.1 Password . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
9.2 Icons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106

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Nesis III User’s Manual CONTENTS

10 Software Update 107

10.1 Updating with USB Stick . . . . . . . . . . . . . . . . . . . . . 107
10.1.1 Downloading Updates . . . . . . . . . . . . . . . . . . . 108
10.1.2 Copying Update File to the USB Stick . . . . . . . . . . 109
10.1.3 Performing the Update . . . . . . . . . . . . . . . . . . 110
10.2 Direct Update Mode (Emergency Mode) . . . . . . . . . . . . . 111

11 Database Update 111

11.1 Updating with USB Stick . . . . . . . . . . . . . . . . . . . . . 111
11.1.1 Downloading Updates . . . . . . . . . . . . . . . . . . . 112
11.1.2 Copying Update File to the USB Stick . . . . . . . . . . 112
11.1.3 Performing the Update . . . . . . . . . . . . . . . . . . 112

12 Autopilot 113
12.1 Intended Use . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
12.2 Operation Limitations . . . . . . . . . . . . . . . . . . . . . . . 113
12.3 System Description . . . . . . . . . . . . . . . . . . . . . . . . . 114
12.4 Autopilot Status Window . . . . . . . . . . . . . . . . . . . . . 114
12.5 Autopilot Setup . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
12.6 Setting User Button . . . . . . . . . . . . . . . . . . . . . . . . 115
12.7 Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
12.8 Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
12.8.1 Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
12.8.2 Altitude . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
12.8.3 Flight Director (HNAV) . . . . . . . . . . . . . . . . . . 117
12.8.4 Disable . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
12.8.5 Level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118

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Nesis III User’s Manual CONTENTS

13 Maps 118
13.1 Layers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
13.2 Vector Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
13.2.1 Installing a Vector Map . . . . . . . . . . . . . . . . . . 121
13.3 Raster Maps . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
13.3.1 DFS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
13.3.2 US Sectionals . . . . . . . . . . . . . . . . . . . . . . . . 123
13.3.3 France – CartaBossy . . . . . . . . . . . . . . . . . . . . 124
13.3.4 User Charts . . . . . . . . . . . . . . . . . . . . . . . . . 125
13.3.5 Installing a Raster Map . . . . . . . . . . . . . . . . . . 125

14 Third Party Software 126

14.1 The Qt Library . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
14.1.1 Modules and Linking . . . . . . . . . . . . . . . . . . . . 126
14.1.2 Source Code and Toolchain . . . . . . . . . . . . . . . . 127
14.1.3 Compiling The Library . . . . . . . . . . . . . . . . . . 127
14.1.4 Installing Modified Qt Library . . . . . . . . . . . . . . 128
14.1.5 Copy of Qt License Document . . . . . . . . . . . . . . 129

15 Limited Conditions 130

15.1 Warranty . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
15.2 TSO Information . . . . . . . . . . . . . . . . . . . . . . . . . . 132

10 © Kanardia 2018-2020
Nesis III User’s Manual 1. Introduction

1 Introduction
First of all we would like to thank you for purchasing our product. Nesis is a
complex instrument and we strongly recommend reading the manual before
using Nesis. The introduction chapter contains some general information
about the instrument and principles of the operation. Later chapters describe
Nesis use and reveal the details. You may be also interested in reading:

ˆ Nesis Installation Manual,

ˆ DAQU Installation Manual,
ˆ MAGU Manual,
ˆ our web page www.kanardia.eu.

1.1 Icons Used Trough the Manual

A few icons appear on the side of the manual, which have special meanings:
This icon denotes information that needs to be taken with special
attention.
This icon denotes background information about the subject.

This icon denotes a tip.

This icon denotes a touchscreen action.

1.2 Warnings
The following warnings and limitations apply, when you use this instrument.
Failing to do so, may result in significant injuries or even death.

ˆ Before using the instrument, you shall carefully review and understand
the Nesis system and Operating Handbook of the aircraft.
ˆ Information from the Aircraft Operating Handbook always supersedes
Nesis information.
ˆ Use of any navigational data contained by Nesis is entirely at the pilot’s
risk.

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Nesis III User’s Manual 1.3 Cautions

ˆ Carefully compare Nesis navigational information with other available

navigational sources. In the case of any discrepancies, resolve them
before proceeding with the navigation.
ˆ The navigational data used in Nesis comes from various public domain
and open data sources. Although the data was carefully crosschecked
(where this was possible), the data may contain serious errors. The pilot
is obliged to verify any navigational information provided by Nesis, with
the relevant official sources, AIPs, Notams, etc.
ˆ Databases in Nesis must be updated regularly in order to stay current.
Such databases are freely available from our web site.
ˆ Terrain elevation data shall not be used for terrain separation. Its use
is informative only. The pilot must always fly in VFR conditions and
he must maintain visual separation.
ˆ Do not rely on the traffic information and traffic warnings. It is solely
the pilot responsibility to look out, to see and avoid other aircraft. The
other aircraft position depicted on the screen may be wrong due to lack
of proper equipment, poor reception and inaccurate or old information.
ˆ Do not use weather information for maneuvering in, near, or around
areas of hazardous weather. Weather information may not accurately
depict current weather conditions.
ˆ Never use Nesis to attempt to penetrate a thunderstorm. Always avoid
any thunderstorm at least 30 km.
ˆ The Global Positioning System is operated by the United States gov-
ernment, which solely responsible for its accuracy and maintenance. In
a similar way, Russian government is responsible for the GLONASS
system. The GNSS systems are subject to changes which could affect
the accuracy and performance of all GNSS equipment. Therefore, the
navigation information can be misused or misinterpreted and become
unsafe.

1.3 Cautions
ˆ The Nesis display uses special coating, which is sensitive to abrasive
cleaners or cleaners which are using strong chemicals like ammonia or
alike. Always use a lint-free soft cloth and mild cleaning solution or just
pure water.

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Nesis III User’s Manual 1.3 Cautions

ˆ Nesis does not have any serviceable parts. Repairs must be done only by
authorized service centers. An unauthorized repair could void warranty.

ˆ Due to high complexity of the system, the pilot must accept that pro-
viding self-test capability for all possible system failures is not practical.
This means that an erroneous operation may occur without a fault in-
dication or warning. This makes the pilot responsible to detect such an
occurrence by means of cross-checking with all redundant or correlated
information available.

13 © Kanardia 2018-2020
Nesis III User’s Manual 2. System Overview

2 System Overview
2.1 Components in the Nesis System
The Nesis System consists of several electronic components, which work closely
together to bring flight, engine and fuel information onto graphical display.
The system consists of various components, some of these are required and
some are optional.

2.1.1 Required CAN Bus Components

Majority of these components communicate trough CAN bus. This section

list components and explains their interaction. Please note that photos are
not in scale.

Nesis master display is the major part of the sys-

tem. It acts as a primary multi-functional dis-
play. Internally it hosts an embedded computer and
an AD-AHRS-GPS module called AIRU. The em-
bedded computer reads information from the CAN
bus and translates it into graphics you see on the
screen. The AIRU module consists of multiple sen-
sors: absolute pressure sensor for altitude and ver-
tical speed, differential pressure sensor for airspeed,
3 axis angular rate and 3 axis accelerometer sensors
for artificial horizon, GPS sensor for position and
OAT probe for true airspeed. Sensor readings are
passed trough various mathematical models which
in turn put the information on the CAN bus. AIRU
is actually an independent device mounted inside
Nesis for convenience.

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Nesis III User’s Manual 2.1 Components in the Nesis System

Engine monitoring (called DAQU) is required to

read the engine, fuel and aircraft related sensors
and to put the obtained information on the CAN
bus. It has three digital channels (Z1, Y1 and Y2),
twenty analog channels (A, B, C, D) and a spe-
cial manifold pressure connector (A13). DAQU also
hosts +5/+12 V power output and ground (GND).
Digital channels are typically used to read engine
or rotor RPM and fuel flow sensors. Analog chan-
nels are typically used to measure CHTs, EGTs,
coolant temperature, oil temperature, carburetor
temperature, airbox/gearbox temperature, fuel lev-
els, system voltage, electrical current, oil pressure,
fuel pressure, hydraulics pressure, pitch trim, flap
position and many others.
DAQU comes in three forms:
ˆ Standard Daqu is typically used with carbu-
retted engines like Rotax 912 UL, ULS, Rotax
914, Jabiru, Lycoming, Continental, etc.

ˆ Mini DAQU is typically used with an engine

that has its own ECU. Rotax iS, D-motor,
Geiger Wankel, MW, etc.
ˆ In some cases there is not enough channels
on mini DAQU. In this case, standard DAQU
modified for ECU engine can be also used.

2.1.2 Optional CAN Bus Components

Components listed below are all optional. This means they are not required
for normal Nesis operation.

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Nesis III User’s Manual 2.1 Components in the Nesis System

Electronic Compass (called MAGU) is a stand alone

unit which measures magnetic field vector. It serves
as a gyro stabilized compass and provides true and
magnetic heading with high accuracy. It features
an intelligent calibration algorithm, where only one
known magnetic direction is needed to calibrate it.
MAGU provides heading information on the CAN
bus. With this information available, wind direc-
tion and wind speed is also derived by AIRU unit.
Tail install and nose install versions of MAGU exist.
When two servo units (called SERU) are added to
the CAN bus, the system also performs the autopi-
lot function. Two different SERU units are avail-
able. Stronger and heavier has 6 Nm (53 in lb)
torque, while the lighter and weaker has 3 Nm (27
in lb) torque.

Remote autopilot panel (called AMIGO) brings fur-

ther enhancements to the autopilot functionality.
It allows very simple and straightforward autopilot
operation.

One or two remote control handles (called JOYU)

can be added to the system. The handle allows al-
most complete control of the Nesis display with the
buttons on the top. Buttons are fully configurable
by Nesis. When BOXI unit is also present, it can
also drive roll and pitch trim, radio transmission
button (push-to-talk).
Trim and radio controller called (BOXI) must be
used together with a JOYU handle. You can con-
nect two trim motors to BOXI and then use JOYU
handle to drive them. In addition, radio push-to-
talk wiring can be made directly to BOXI.

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Nesis III User’s Manual 2.1 Components in the Nesis System

Small WiFi plug is used to connect Nesis to the

WiFi network. This can be done with the help of
a network access point created on a mobile phone
and Nesis is connected to the Internet as long as
the mobile phone is also connected. Alternatively,
some public WiFi hot-spot can be also used, while
aircraft is on the ground. Such connection can be
used to make software updates, map and airspace
updates and to access weather information.

2.1.3 Optional CAN Bus Displays

The system can be extended with several displays. All these displays are
optional. They have no internal sensors. They get the information from the
CAN bus.

Slave Nesis Display can be added to the system. It

has the same functionality as the master Nesis. The
only difference is that it does not host the AIRU
unit and that some system tunning options are not
accessible.

Slave AETOS display with diagonal size 7 inches is

very similar to slave NESIS display. The AETOS
display does not have touch screen and there are
no maps available, however it includes 3D synthetic
vision.

A small slave display (called EMSIS) comes in two

forms. The first fits into 80 mm standard aviation
opening, the second is larger with 3.5 inch diagonal
and has more complex shape. They both can be
viewed as small EFIS displays. EMSIS can show
basic primary flight and engine monitor values.

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Nesis III User’s Manual 3. Display Operation

A rectangular, very slim and very light LCD display

(called DIGI) is typically used to show engine val-
ues. The values can be shown in the form of arcs,
bars, boxes and values. Start of display is very fast.
You can read oil pressure almost immediately, while
Nesis primary display is still booting.
One or more slave round instruments can be added
to the bus. They can show almost any value, which
is available on the bus. The most typical are: air-
speed indicator, altimeter, vertical speed indicator,
engine RPM, rotor RPM, G-meter, etc. All indica-
tors consists of a needle pointing to a scale and a
LCD display. Pointer is driven by a stepper motor.
Needle shows one value, but LCD display may show
up to three different parameters.

HORIS slave primary flight display can comple-

ment the Nesis system, too. HORIS can show PDF
screen, DI screen or G-meter screen.

3 Display Operation

This section will familiarize you with basic procedures referring to PFD, EMS
and moving map operations.

3.1 Display Overview

The Nesis command panel is organized according to Figure 1. It uses three

push buttons and one push knob for manipulation. It has an USB port for
software, map and data updates. Most of the actions can be also done using
the touch screen.

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6 5 4 3 2
Figure 1: Organization of the Nesis display.

Here is a brief description of individual items:

O1 The touch screen. It works just as touch on tablets and telephones do.
It detects single touch, long single touch, multi touch, touch and drag,
swipe.

O2 The Selector knob detects knob rotation, short push and long push. It
is mostly used to select things, confirm selection, change values, change
zoom levels, etc. Rotate the knob to select things and push the knob to
confirm. Long push action opens the options screen.

O3 A short push on the button will perform Close/Back/Cancel commands.

It is mostly used to close opened windows, to go back or to cancel some
action. Long push action is user configurable.

O4 The User button. Both, short and long push are user configurable.
By default it shows the list of nearest airports and when autopilot is
detected, it starts the autopilot actions.

O5 A short push on the Screen-switching button is used to switch to the

next screen. Long push action is user configurable.

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Nesis III User’s Manual 3.2 Turning ON/OFF

O6 The USB port is used for software, map and data updates, to copy the
flights and logbook, etc.

In most cases you only use the selector knob and the close button.
Short push is defined as a momentarily press and release of the button. An
associated action is activated on the release.
Long push is defined as a press-and-hold of the button. Button must be
pressed and keep pressed for about two seconds. An associated action will
be activated after two second period even if the button was not released yet.
Nothing happens on release.

3.1.1 Touch Screen

The touch screen significantly simplifies handling and proves to be very help-
ful. It behaves in a similar way as most smart telephones and tablets do.
Additionally it supports some swipes (gestures) listed below:

ˆ A swipe across the screen to the left switches to the next screen;
ˆ A swipe across the screen to the right switches to the previous screen;
ˆ A swipe upwards opens the main menu;
ˆ A touch on the navigation point on the main navigation screen activates
this point in the direct-to mode. When more points are in the vicinity,
a list of points is displayed;
ˆ A touch on the round altimeter opens the QNH window;
ˆ A touch on the classic screen map opens the navigation screen;

More touch actions are revealed throughout the manual.

3.2 Turning ON/OFF

Nesis is connected to an avionics power bus which has a mechanical switch
between the bus and the battery. Thus it is automatically turned ON and
therefore it does not have an ON/OFF button.
Nesis has a pretty low power consumption. So, you may try to activate Nesis
after main switch and once Nesis is running, you start cranking the engine.
This works well in vast majority of cases.

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Nesis III User’s Manual 3.3 Start-up Sequence

3.3 Start-up Sequence

When Nesis is powered ON and the program is ready, it opens the start-up
window sequence also illustrated by Figure 2:

1. Use the Selector knob to confirm the warning (push the knob),
2. select the pilot,
3. select the instructor,
4. select the QNH (rotate until correct QNH is shown and then push the
knob),
5. Set the fuel level (for software tanks only – not shown on the figure).

You are asked for the pilot only if more than one pilots are entered into the
pilot list and you are asked for the instructor only if at least one of the pilots
is also marked as an instructor. Please see the section 8.5 on page 94 to see
how to enter pilots and instructors.

1 2

3
4

Figure 2: Typical start-up sequence.

3.4 Status Bar

Most of the screens show status bar on the top. This bar holds some valuable
information. It is illustrated on the Figure 3.

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Nesis III User’s Manual 3.4 Status Bar

1 2 3 4 5 6 7 8 9

Figure 3: Illustration of the Status bar.

Status bar has the following elements:

O1 Outside air temperature.

O2 Flight time - time elapsed after takeoff was detected. In the case of
traffic patterns, time since the last takeoff (touch-and-go) is shown.
O3 Bearing and distance to the next navigation point. (Only when naviga-
tion is active.)

O4 Estimated time of arrival to the next navigation point. Below is name

of the navigation point.
O5 Steering indicator in the top and current course on the bottom. A yellow
line left of the center means that you should steer left and a yellow line
right of the center means you should steer left. Steering indicator is
pretty sensitive. A flashing yellow line indicates that course deviation
is too large to fit onto scale.
O6 Estimated time of arrival to the destination. Below is the name of the
destination. (Only when route-navigation is active.)
O7 Ground speed derived from GPS.

O8 Time. A touch on the time element shows sunset time for next 10
seconds.
O9 Various status symbols. More details are given next.

Various symbols can appear on the symbol section of the status bar.

GPS Symbols

These symbols show health of the GPS receiver and reception of the GPS
satellites.

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A flashing red satellite symbol indicates an error. It means that

communication with GPS receiver was lost.
A grey symbol indicates that GPS is working, but position is not
available.
A cyan/gray color symbol indicates that only 2D fix is available
– position is know, but its precision is limited.
A cyan color symbol indicates that full 3D fix is available.
This cyan color symbol indicates that precision of position is
further enhanced with some augmentation system (WAAS, EG-
NOS, etc.)

Flarm Symbols

These symbols appear only when some of Flarm devices is connected to the
Nesis. If none of the symbols is shown, it means that communication was not
established successfully.

A gray Flarm symbol indicates that communication with Flarm

device was established, but Flarm is still not ready.
A gray symbol with cyan triangle indicates that Flarm received
its own GPS signal, but Flarm internal radio module is not ac-
tive/not working.
A gray triangle with cyan arcs indicates that Flarm radio is work-
ing, but Flarm GPS signal is not yet available or Flarm GPS is
not working.
A full cyan symbol indicates that Flarm is working properly.
A flashing red symbol indicates that Flarm has experienced an
internal error and it may not be working properly or it does not
work at all.

When a connection was not established, no sysmbol will apear. This means
that either device is not present or it is not working or Nesis does not commu-
nicate properly with the device (wrong baud rate, parity, wrong connection,
etc.)

3.4.1 GDL90 Devices

When an ADS-B device is connected with Nesis either over WiFi or directly
with a cable and GDL90 communication protocol is used, the the following

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Nesis III User’s Manual 3.5 Screens

symbols appear.

A gray symbol indicates that communication with device was

established, but the device is still not ready.
A cyan symbol indicates that communication with device was
established and the device is ready to be used – it is working
properly.
A red symbol indicates that device is in errorneous state and it
should not be trusted.

When a connection was not established, no sysmbol will apear. This means
that either device is not present or it is not working or Nesis does not commu-
nicate properly with the device (wrong baud rate, parity, wrong connection,
etc.)

Radio and WiFi Symbols

A communication with COM radio device was established.

A WiFi module was detected and communication was estab-
lished. Note that this does not automatically mean that Nesis is
also connected to the Internet.

3.5 Screens

Nesis can show different screens. Typically four screens are shown, but this
number is not fixed. We work closely together with a customer and we prepare
special screen layout for each customer/aircraft. Figure 4 shows examples of
these four screens.

A generic solution will be shown next. Your solution may be slightly or even
significantly different. However, principles remain the same.

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Nesis III User’s Manual 3.6 Classic Screen

1 2

3 4

Figure 4: Typical four screens: 1 – Classic Screen, 2 – Navigation Screen, 3 –

Engine Screen, 4 – Modern Screen.

Use short press on the Screen switch button to switch between the screens.
Or, use left or right swipe touch action to switch between the screens.

More details about each screen are given in next sections.

3.6 Classic Screen

The classic flight information screen shows information, which is the pilot’s
primary concern. The most important instruments have classical look and
follow the recommended IFR T layout (classic six-pack). Figure 5 on page
26 shows an example of this screen. Please note that your screen can be
significantly different.

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Nesis III User’s Manual 3.6 Classic Screen

3
2 4

5 6 7

8 9
Figure 5: Illustration of the classic flight information screen.

This screen has the following typical elements:

O1 Status bar. This bar is shown on the top of most screens. Please refer
to section 3.4 on page 21 for more details.

O2 The airspeed indicator displays IAS (indicated airspeed) and TAS (true
airspeed). The indicator background can display white, green, yellow
arc, VNE limit, recommended approach speed and other important speed
limits. See also section 3.10.1 on page 37.

O3 The artificial horizon indicator provides current attitude and side-slip

information. Roll and pitch angle can be read from the top and middle
scale respectively. The ball indicates the side-slip. Trim indicators (roll,
pitch, yaw) are shown on the right bottom part of the horizon when
trim position sensors are connected. A touch on the horizon will toggle
between 3D view and standard view. See also section 3.10.2 on page 39.

O4 The altitude indicator shows current baro-corrected altitude. It is avail-

able in feet or meters. When scale is given in feet, the third needle can

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Nesis III User’s Manual 3.7 Navigation Screen

be shown as well. It also displays current QNH reference pressure (aka

baro-correction). A touch on the QNH label opens the QNH setting
window. See also section 3.10.3 on page 40.

O5 The RPM indicator is combined with the manifold pressure gauge. This
combination allows optimal setting of power level. Gyroplanes and he-
licopters have rotors and in this case engine RPM is usually combined
with rotor RPM. See also section 3.10.4 on page 41.

O6 The moving map provides basic navigation information. It is located

below the artificial horizon. The moving map can be configured to follow
aircraft true heading, tracking or magnetic heading. This map can be
also replaced with a direction indicator (see page 45). A touch on the
moving map window will switch to navigation screen.

O7 The vertical speed indicator. The indicator can be combined with g-

meter (acceleration) located below the center.

O8 The mini engine window organizes all most important engine parameters
into one simple colored bar based map. Each bar corresponds to one
parameter and the color of the bar to its current status. See also section
3.10.7 on page 43. Alternatively, an airplane designation can be shown
instead.

O9 The fuel computer window provides the fuel and economy information.
Level of the fuel in tank, current and average fuel consumption, approx-
imate range and endurance. This monitor can be also replaced with
some other windows. See also section 3.10.8 on page 44.

3.7 Navigation Screen

The navigation screen is a large moving map combined with some additional
information. Large compass scale and vertical airspace situation are painted
over the map.

3.7.1 Main Elements of the Navigation Screen

Figure 6 illustrates an example and defines the main elements of the screen.

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3 4

5 5

6
7

8 9
Figure 6: Illustration of the navigation screen.

O1 Status bar. This bar is shown on the top of most screens. Please refer
to section 3.4 on page 21 for more details.

O2 Wind indication. This indication is available only when MAGU (elec-

tronic magnetic compass) is also present on the CAN bus.

O3 A large compass rose over the map gives directional awareness. A track-
ing projection line with time arcs defines future position of the aircraft
in minutes. This tells predictedr position assuming that current ground
speed and tracking remain the same.
A long touch on the compass rose will set the heading bug.

O4 The map orientation button. It shows the orientation of the map – red
arrow points to the North. A touch on the button changes orientation
in sequence: Tracking up, Heading up (only when MAGU is present),
North up.

O5 Map layers button. A touch on this button opens a window, where map
layers are manipulated.

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Nesis III User’s Manual 3.7 Navigation Screen

O6 Zoom scale button. The horizontal bar on the button defines a reference
distance on the map. A touch on the button returns zoom to a default
level.

O7 Two nearest airfields information is shown: name of the airfield, distance

and bearing. Green dot tells that airfield can be safely reached in a glide
mode above minimum safe altitude, yellow dot tells it may be reached,
but not above minimum altitude and orange dot tells it can’t be safely
reached in a glide mode.

The glide calculation does not take terrain and wind into account. This
means that you can see green dot, but the airfield is not reachable, due
to high terrain or strong headwind.

A long touch on this area opens the nearest airfield window. Here you
can see more then just two nearest airfields.

O8 Side slip indicator.

O9 The mini engine window organizes all most important engine parameters
into one simple colored bar based map. Each bar corresponds to one
parameter and the color of the bar to its current status.

O
10 Terrain vertical profile window. The profile is always shown in the
tracking direction – in the direction of the blue prediction line. The
window also shows current baro-corrected altitude. A touch on the
window makes it larger/smaller.

3.7.2 Moving the Map Around

A long-touch action on the map puts the map into pan mode. It also adds a
home button symbol on the map and remove all unnecessary elements. Once
the map is in the pan mode, it can be easily moved around. Figure 7 shows
an example.

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Nesis III User’s Manual 3.7 Navigation Screen

Figure 7: Illustration of the navigation screen in the pan mode.

O
A touch on the home button, marked as 1 on the Figure 7, brings back the
standard navigation map.

3.7.3 Open Flightmap Association and Map Details

A large part of aeronautical information is obtained from the Open Flightmaps

Association or OFM in short. Please visit openflightmaps.org home page
for more details. The page also list the countries for which information is
available.

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Nesis III User’s Manual 3.7 Navigation Screen

1
4

Figure 8: Example of OFM details.

OFM provides quality information for airspace structure (airspace zones),

navigation points, airfield information, frequencies, transit, arrival and de-
parture routes, holding zones, traffic circuits. Some of these countries have a
very good coverage with a lot of details. Where-ever such details are available,
they are included in the Nesis. Figure 8 illustrates two examples.

O1 Transit lines to holding and traffic circuit.

O2 Holding.

O3 Traffic circuit.

O4 Runway and airfield details with taxiways and platforms.

3.7.4 Map Layers

The map shown on Nesis consists of several layers, which are drawn on top of
each other. Please refer to section 13.1 for more details.

O
Certain map layers can be enabled or disabled and some of them can be tuned.
Touching the map layers button (Figure 6, option 5 ) opens a window shown
in Figure 9.

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Nesis III User’s Manual 3.7 Navigation Screen

Figure 9: The Map Layers window.

This window mostly holds toggle options, which turn certain layer on or off.
Colored lines left of the text show how these item appear on the map.

Raster charts This option toggles the visibility of the raster chart layer.
When raster charts are not present, the command is ignored.
OFM Transit This option toggles transit routes defined in the OFM database.
The transit routes are typically used to define a way trough TMA into
CTR or into CTR holding.
OFM Holding This option toggles the holding patterns.
OFM Traffic Circuit This option toggles the traffic circuits.
OFM Arrival This option toggles the arrival route. They typically define a
route into traffic pattern.
OFM Departure This option toggle the departure route.
Airspace ... Opens a new window, where visibility of airspace zones can
be defined. See section 3.7.5 for more details.

3.7.5 Airspace Filter

Airspace zones appearance can also be tuned. Airspace structure can be quite
complex and it can be difficult to understand in a top down view. In order

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Nesis III User’s Manual 3.8 Engine Screen

to improve readability, some airspace zones can be filtered out. Figure 10

illustrates an example if airspace filter.

Figure 10: Dialog showing settings for the Airspace Filter window.

The following options are available:

Hide FIR When enabled, this option hides all airspace zones with the FIR
attribute.
Hide all zones above unconditionally hides all zones, which bottom starts
above specified value. Use this to hide some (typically A and B class)
airspace zones, which are mostly used by IFR only traffic. For example,
if you never fly above 8000 feet, you can set this value at 10000 feet.
Hide zones above During flight, all zones, which bottom is more then speci-
fied distance above current flight altitude, will be hidden. This changes
dynamically with the current aircraft altitude and with time. For ex-
ample, when you fly at 4000 feet and this value is set to 2000 feet, all
zones with the bottom above 6000 feet will be hidden. After that, you
descend to 1000 feet. Now, all zones starting above 3000 feet will be
hidden.
Hide zones below During flight, all zones, which top is more then speci-
fied distance below current flight altitude, will be hidden. Again this
changes dynamically.

3.8 Engine Screen

The engine monitoring screen displays classic round indicators of various en-
gine and fuel related parameters. Round indicators are highly configurable
and they may be adjusted to individual needs.

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1 2 3

4 5 6

7 8

Figure 11: Illustration of the engine screen.

Figure 11 shows some of possibilities.

O1 Combination of two arcs used for fuel flow and MAP, two bars for fuel
levels in two tanks and and a small frame for total fuel level.
O2 One arc used for engine RPM and a frame used for engine total time.
O3 Three arcs with single center used for ampere-meter, voltmeter and CO
level.
O4 Two arc used to show oil and fuel pressure.
O5 Single arc used to oil temperature.
O6 Single arc with two needles for CHT and four horizontal bars for EGT.
O7 Roll and pitch trim indicators together with flap indicator.
O8 OAT – outside air temperature indication.

Note that the engine screen does not show the status bar on the top.

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Nesis III User’s Manual 3.9 Modern Screen

3.9 Modern Screen

The modern screen combines big artificial horizon and other primary flight
indications with engine monitor part.

3
2 5
4

6
14
8 7

9 10 11 12 13

Figure 12: Illustration of the modern screen.

O1 Status bar. Please refer to section 3.4 on page 21 for more details.

O2 Airspeed tape. Indicated airspeed is shown in a form of moving tape.

Current IAS value is emphasised. ground speed and true air speed are
available at the bottom os the tape. In addition, various V speeds are
also shown in the form of small tags.

O3 Vertical speed scale.

O4 Altitude tape. A height above ground level (AGL) and current QNH
value are shown at the bottom. Altitude bug is shown in orange.
A touch on the QNH area of the altitude tape will open QNH window. A
long touch opens the altitude bug window. When autopilot is connected
it also sets new AP target altitude.

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O5 Attitude indication of pitch and roll. Roll scale has dash markings at
10, 20, 30 (long), 45, 60 (long) degrees. Figure 12 shows situation at 45
degree roll. Long pitch scale line has number at side, medium line refers
to a 5 degree step and short line is 2.5 degree step.

O6 Relative wind indication. Wind direction and speed are shown below1 .

O7 Flap indication.

O8 Slip indication.

O9 Engine parameter in the shape of round arc.

O10 Single value engine parameter in the shape of vertical bar and a value
below.

O11 Multi value engine parameter in the shape of vertical bar. The highest
value is shown below.

O12 Trim position.

O13 Fuel tank combination. Left and right tank and sum of both below.

O14 All three axis trim position.

3.9.1 Video

If Nesis is equipped with video option, then modern view also shows video
image in the corner. This video image can be enlarged (over most of the
screen, as shown on Figure 13) or shrinked to the corner with a simple touch
on the image. Video can be also removed.

1 The wind indication is shown only when MAGU is connected to the CAN bus.

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Nesis III User’s Manual 3.10 Screen Elements

Figure 13: Video example over most of the screen.

3.10 Screen Elements

Nesis screens have several different elements that can be combined into one
screen. Each of these elements have some specific features.

3.10.1 Airspeed Indicator

The airspeed indicator is used to display indicated and true airspeed. Indi-
cated airspeed (IAS) is obtained from differential pressure sensor. The mea-
sured differential pressure (the difference between the total pressure and the
static pressure) is converted into velocity assuming ISA conditions2 . When
outside temperature is known, true airspeed (TAS) is given as well. The scale
has several markings as you can see on Figure 14.

2 ISA – International Standard Atmosphere

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6
7 3
5
1 8
2

4 9
10
Figure 14: An airspeed indicator example optimized for an aeroplane using
two step landing flaps.

The markings on the figure have the following meanings:

O1 IAS (indicated airspeed) is presented by a needle, which starts at centre

and ends at scale markings.
O2 TAS (true airspeed) is shown as a number inside the window.
O3 The white range is the normal range of operating speeds for the aircraft
with flaps extended as for landing or take off. Depending on the aircraft,
the white range may have additional upper speed limits, which are based
on flap extension step. See also VFE1 and VFE2 . The white range in a
helicopter may be used for the autoration optimal speed.
O4 The green range is the normal range of operating speeds for the aircraft
without extended flaps. The lower limit of the green range is also re-
ferred to as VS – stall speed or minimum steady flight speed at which
the aircraft is still controllable. The upper limit is also referred to as
VNO – maximum structural cruising speed.
O5 The yellow range is the range in which the aircraft may be operated in
smooth air, and then only with caution to avoid abrupt control move-
ment.
O6 VNE (velocity never exceeded) – red-line mark indicates the maximum
demonstrated safe airspeed that the aircraft must not exceed under any
circumstances.

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O7 Units used for the indicated and true airspeed.

O8 VRef (yellow triangle) – landing reference speed, which is the recom-

mended speed used on landings.

O9 VY speed (blue mark) – speed which results in the best rate of climb.

O10 VFE1 and VFE2 (orange dots; one dot for VFE1 and two for VFE2 ), are
used to mark the upper limits for extended flaps. The full flap extension
limit is represented by VFE2 .

3.10.2 Small Attitude Indicator

The attitude indicator, also known as artificial horizon (AHRS), is used to

inform the pilot on the orientation of the aircraft relative to earth. It indicates
pitch and roll3 . Figure 15 illustrates the attitude indicator combined with the
inclinometer (ball).

1
2

5
4

3
Figure 15: Attitude indicator combined with the slip – skid indicator.

The following markings are found on the indicator:

O1 The roll scale is used to give a rough estimate about the roll value. The
roll arrow in the form of yellow triangle is used to mark current roll
value on the scale. The white triangle on the scale identifies zero roll.
Two short dashes identify 10◦ and 20◦ roll. Larger dash is used for 30◦
roll, next short dash for 45◦ and final longer dash for 60◦ .
3 Roll is also known as bank. The term bank is often found in literature but we prefer
the term roll.

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During flight, two orange markers identify the roll required to keep
selected turn rate. Please note that turn rate marker position depend
on the airspeed and they move as speed is changed.

O2 The pitch scale gives a rough estimate about current pitch angle. The
scale should be read at the middle point of the yellow wing reference
line.

O3 The slip-skid indicator, also known as the ball or inclinometer, indicates

the coordination of aileron and rudder.

O4 The orange wing reference line is fixed and represents the horizontal
reference line of the aircraft.

O5 Trim position indicators.

A touch on the background toggles between standard view and 3D view.

3.10.3 Altitude Indicator

The altitude indicator, also known as altimeter, is used to measure the atmo-
spheric pressure from a static port outside the aircraft. This measurement is
then converted into an altitude above sea level in accordance with a mathe-
matical model defined by the ISA. The altitude is always calculated according
to some reference pressure (QNH value – baro-correction). This pressure must
be set by a pilot and can be changed during flight. The QNH value is typically
obtained from air traffic control.

Figure 16: The altitude indicator with the scale given in feet.

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Nesis III User’s Manual 3.10 Screen Elements

The indicator shown on Figure 16 is used to display calculated altitude and

reference QNH pressure (baro-correction). The altitude is shown by two nee-
dles, where the short needle points to 1000 feet (or meters) and the long needle
points to 100 feet (meters).
A touch on the QNH window opens the QNH editing window.

3.10.4 Tachometer (RPM) and Manifold Pressure Indicator

A tachometer is an instrument that measures the rotation speed of a motor

shaft. It displays engine revolutions per minute (RPM), hence its alternative
name the RPM indicator. A manifold pressure is an effect of choked flow
through a throttle in the intake manifold of an engine. It is a measure of the
amount of airflow through the engine. Hence it is also a measure of the power
capacity in the engine.
Both values are related to the power settings. Therefore we combined them
into one single indicator, see Figure 17. This allows the pilot to optimally set
the throttle and the propeller pitch. Note that some engines do not specify
green and yellow range. Hence, such range is optional.
The optional green range defines the recommended range of RPM. The op-
tional yellow range defines the range of RPM, which should not be used for
longer period and should be generally avoided. The red mark limits the engine
RPM.
The manifold pressure scale is always given in inHg (inches of mercury) units.

Figure 17: The combination of RPM and manifold pressure indicator.

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3.10.5 Gyroplane Engine RPM, Rotor RPM, Manifold and Pre-

rotation Indicator

Gyroplanes require indication of rotor RPM. Figure 18 illustrates a special

combination of parameters combined into one gauge.

1 2
4

Figure 18: Four in one: the combination of engine RPM, rotor RPM, manifold
pressure and prerotation helper lamp.

O1 Engine RPM scale with color arcs.

O2 Rotor RPM scale with color arcs.

O3 Manifold pressure scale with color arcs.

O4 Prerotation lamp.

Prerotation lamp is used during rotor prerotation process as a part of takeoff

procedure.

Red lamp is shown as long as rotor RPMs are has not reached the minimal
safe value. This value is typically around 180 RPMs.

Yellow lamp is shown when minimal RPMs has been reached.

Green lamp is shown when recommended RPMs has been reached – typically
around 200 RPMs.

Once gyroplane is airborne, the lamp does not show anymore.

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3.10.6 Helicopter Rotor and Engine RPM Indicator

Piston engine powered helicopters have engines directly connected to the ro-
tor (using some transmission, of course). So rotor RPM is directly related
to engine RPM. The instrument on Figure 19 gives rotor and engine RPM
expressed in percentages. The scales are set in such way that needles under
normal operation have the same indication. Any misalignment of needles can
be easily spotted giving a clear indication that something is wrong with the
transmission.

Figure 19: The combination of rotor RPM and engine RPM. Both scales are
in percentages.

Like in the gyroplane case, the bottom window can be configured to show the
manifold pressure.

3.10.7 Mini Engine Monitor

The mini engine monitor window shows the most relevant engine information
in one place in the form of color bars, see Figure 20. Each bar corresponds to
one engine parameter. Green, yellow and red colors represent normal, caution
and dangerous range, respectively.

Figure 20: Illustration of the mini engine monitor.

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Nesis III User’s Manual 3.10 Screen Elements

The monitor bars are grouped into temperatures, pressures, electrics and
RPMs. The temperature group includes CHT, EGT, oil and water (coolant)
temperature. The pressure group contains oil and fuel pressures. Electrical
section contains voltage and current. When monitor is shown on the naviga-
tion screen, engine RPM and rotor RPM bars are shown as well.

3.10.8 Fuel Computer Monitor

The fuel computer monitor provides the fuel related information like fuel
quantity, economy, range and endurance. Figure 21 shows an example of such
information.

(a) Normal situation with endurance(b) Endurance without any reserve

of 4 hours and 22 minutes with a and range of 0 km. Both are
30 min reserve. shown in red.

Figure 21: Fuel computer displays fuel economy, fuel level, endurance and
range.

The fuel computer monitor provides the following information:

ˆ The current fuel consumption displays momentary fuel burning rate. It

is given in l/h (liter per hour) or gal/h (gallons per hour) units.

ˆ The average fuel consumption displays a value depending on the Fuel

compute mode. See also section 8.4.3 on page 88.

– In the Manual mode the setting specified value is always shown for
the average fuel consumption.
– In the Automatic mode, the average value from the settings is
shown while not flying (on the ground). After take-off, the average
fuel consumption is calculated from the fuel flow. The complete
flight after take-off is taken into account in this calculation.

ˆ The endurance is a derived value based on the available fuel quantity,

average fuel consumption (depends on the fuel computer mode) and

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endurance reserve. It represents the engine time left assuming average

fuel consumption. At the bottom, specified endurance reserve is shown.
Once the reserve is reached, the range and endurance text are shown in
red and the reserved endurance remaining is shown.

ˆ Range is a derived value, which is based on the available fuel quantity,

average fuel consumption, current ground speed and the specified en-
durance reserve. Once endurance reserve is reached, range is zero and
it is shown in red.

When no fuel level probes are connected to DAQU, Nesis provides a simulated
fuel tank where Nesis calculates the available fuel based on the information
entered before the flight or updated during the flight. The fuel level is reduced
by subtracting the fuel flow integrated in time. Both, the initial information
and the fuel flow integration, may be source of significant error, which can
quickly lead to a completely wrong fuel level indication. An indication higher
than actual represents a dangerous situation, where the fuel computer displays
more fuel than it actually is. This gives wrong and unsafe information to the
pilot. Therefore, the pilot must frequently compare the fuel level indicated by
the fuel computer with the independent external fuel gauges and indicators
and update the Nesis fuel level.

3.10.9 OAT, Flight Time, Fuel

The fuel computer window can be replaced by OAT, flight time, time and fuel
quantity information. Illustration of this window is given on Figure 22.

Figure 22: OAT, flight time, local time and fuel window.

3.10.10 Direction Indicator

A Direction indicator may be shown instead the small moving map on the
classic screen. The source of direction may either be a GPS track or a magnetic
compass. Figure 23 shows an example.

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Figure 23: Illustration of the direction indicator.

The indicator also shows heading bug. The bus is active only when a route
or a direct to waypoint was activated.
A long touch on the compass rose will set the heading bug.

3.10.11 Special Markings on Engine Parameters

Special markings may appear on some engine parameters. These marking are
as follows:

Lo stands for low sensor condition – the sensor has reached the low mea-
suring point. Example: Real CHT temperature is 5 degrees, but sensor
is able to measure only values above 25 degrees. In this case you will
see the Lo mark.

Hi stands for high sensor condition. The maximum of the sensor has been
exceeded.

NC stands for not connected. DAQU has detected an active channel, but
it feels no sensor.

SC stands for a short-cut. DAQU thinks that sensor is in a short-cut (very

low resistance is detected).

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Nesis III User’s Manual 4. Flight Time Activities

Figure 24: Round pressure indicator, with special markings shown on needles.

Figure 24 shows pressure indicator, with oil pressure value as sensor not con-
nected and fuel pressure value as below measuring limit.

Please note that availability of these special markings strongly depends on a

sensor type, DAQU channel type in on channel function type. Usually only a
sub-set of above mentioned conditions can be detected.

4 Flight Time Activities

This section describes procedures that are mainly used during flight. The
major flight-time activities are accessible from the main menu.

4.1 Main Menu

A push on the knob brings up the main menu. This happens on all screens.
Figure 25 shows the main menu for the Classic Screen. Some other screens
may have less options.

A swipe in upward direction on the touch screen will also open the main
menu.

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Nesis III User’s Manual 4.2 QNH

Figure 25: Main menu for the Modern Screen.

QNH Opens a QNH editor window. See section 4.2 for more details.
Radio Standby Opens a window, which allows setting a new standby fre-
quency on the radio. The option is only visible when Nesis and radio
are properly connected. See section 4.3 for more details.
Waypoint Opens a window for a waypoint selection and manipulation. See
section 4.4 for more details.
Route Opens a window for route selection and manipulation. See section 4.5
for more details.
Pitch Allows for pitch correction. This option is available only when AHRS
is visible on the screen.
Toggle View This option is available on the Modern screen only. It allows
changing view settings - toggle 3D mode and toggle video.
Map Layers This option is available on the Map screen only. It opens a
window for the map layer manipulation.
Options Opens options screen used to tune the system settings. See section
8 starting on page 84 for more details.

4.2 QNH
O O
Rotate the knob to change the QNH or press on the + or – buttons with

O
the touch. Push the selector knob to close and confirm the selection or touch
the check or X on the title bar. The window closes itself after some time-out
period.

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Nesis III User’s Manual 4.3 Radio Standby

Figure 26: Setting the QNH value.

4.2.1 QFE Setting

When aircraft is operated locally the QFE altitude rather than QNH may be
set. In order to set the altimeter to the zero altitude (the QFE altitude), turn
the knob until the altimeter is close to zero 4 .

4.2.2 Initial QNH Setting

When QNH is not known but the airfield elevation is known, the QNH can
be approximated by setting the altimeter to the airfield elevation. This gives
a pretty good QNH approximation.

4.3 Radio Standby

This option is available only when Nesis is connected with a compatible radio.
Please refer to the Installation Manual for more details.
The frequency is set in a window as shown on Figure 27.

Figure 27: Setting the standby frequency value.

The frequency is set in three steps. First, value left of decimal point is set,
then first digit after the decimal and finally the last two digits. Once new
frequency is confirmed it is sent to the radio as a standby frequency. In order
to make it active, some minimal action has to be made on the radio.
4 Normally, exact zero can’t be obtained as baro-correcting pressure change is made in
discrete steps. One hPa at the sea level corresponds to approximately 8 meters of
altitude.

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Nesis III User’s Manual 4.4 Selecting a Waypoint

4.4 Selecting a Waypoint

Nesis maintains separate lists of airfields, navigation aids 5 , VFR reporting
points 6 and user points. Thus selection of a waypoint is a two step process.
In the first waypoint type is selected – Figure 28 left. In the second step
actual waypoint is selected, Figure right.

Figure 28: Waypoint options (left) and list of waypoints with active name
filter (right).

First Step

The following options are available in the first step:

Deactivate This option is visible only if some waypoint was previously made
active. It will deactivate navigation mode.
Airport Displays only airports and those user waypoints that were classified
as airports.
VFR Displays only VFR reporting points from the database.
5 By the navigation aid we mean VORs, NDBs, ILSes, TACANs and other similar radio
navigation aids, which locations are often used in VFR flight for the navigation.
6 In Europe, VFR reporting points are more and more used in VFR flights to define the
flying routes and entry/exit points in airspace zones.

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Nesis III User’s Manual 4.4 Selecting a Waypoint

NavAid Displays only VORs, NDBs, TACANs, etc. from the database.

User Displays only user specified waypoints and markers.

All Displays all items from all databases together.

New Marker This is a special command, described in next subsection.

Second Step

In the second step the list of points is displayed. The list is sorted according to
the distance from the aircraft position at the time when the list was created.
Select one waypoint from the list and Nesis will navigate to that point in the
direct-to mode.
When too many points are listed, they can always be filtered by name. Select
the name option on the top and enter a few letters of the waypoint. Number
of listed waypoints will rapidly decrease. Nesis searches both the name and
the waypoint description. Matching part of the name is marked in green.

4.4.1 Creating a Marker

The New Marker option from the first step is special. Use it to mark current
location. When selected, Nesis creates a marker – a special user waypoint.
The marker name is automatic (Mark 1, Mark 2, . . . ).
Markers are intended to be used during flight. Issue the Waypoint—New
Marker command in order to create a marker at some interesting place. Af-
ter landing, the marker can be edited with a different name, description or
coordinate.

4.4.2 Waypoint Details

Some waypoints, airfields for example, have more features but geographic
coordinates and before actual selection, Nesis also offers the Details option.
The Details options opens the details window. An example is shown on Figure
29.

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Nesis III User’s Manual 4.4 Selecting a Waypoint

Figure 29: An example of the details window for LJMB airfield.

The window has several sections:

General The top part shows the coordinates and elevation.

Frequencies section lists frequencies associated with the waypoint, when

available. When radio is connected with Nesis, a selection of frequency
will transfer it into the radio. The selected frequency will be set as a
standby frequency.

Runways section lists runways available on this airfield.

Weather section is available when Nesis is connected to the Internet. METAR

reports are shown. In addition, when the METAR report is selected,
a new window is opened, where the METAR report is interpreted in
a more friendly form. For an example, see Figure 30. Full METAR
report is shown on the top and the interpreted part below. Note that
we try to interpret as much as possible, but some parts may be too
difficult to handle.

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Nesis III User’s Manual 4.5 Route

Figure 30: An example of interpreted METAR report.

4.5 Route

This section describes how to activate and manipulate a route. The route
functions are accessed via the Route command from the main menu. Depend-
ing on the current situation two different windows are opened:

ˆ When there is no active route, Nesis opens the route selection/activation

window. See Figure 31 left. The window allows creation of a route,
importing a route from USB stick or selection of one of existing routes
from a list.

ˆ However, if some route is already active, Nesis opens a route manipula-

tion window. See Figure 31 right.

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Figure 31: Route selection and activation window (left) and route manipula-
tion window (right).

4.5.1 Activating a Route

With no active route a window opens, like shown on Figure 31 left. Routes are
sorted alphabetically. Route name is typically defined by a takeoff - landing
airfield pair.
To select a route, rotate the knob and push it or simply touch the route
name. A window appears asking for further actions. Select Activate in order
to make the route active. When window is closed, correct route leg will be
selected automatically. This depends on current aircraft position regarding
to the route.

Figure 32: List of possible actions on the Route selection.

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Nesis III User’s Manual 4.5 Route

4.5.2 Creating a New Route – Nesis Without Touch Screen

A route consists of a takeoff and landing airfield. Between these two, there
may be several intermediate waypoints.

The route creation process will be shown on an example of a route from LJCL
(Celje) to LHFM (Fertőszentmiklós). This route may have the following inter-
mediate VFR reporting waypoints: MW1, to avoid Maribor CTR, MUREG
on border between Slovenia and Austria, SASAL on border between Austria
and Hungary.

In order to create above mentioned route, follow the steps:

ˆ Select the New option from Figure 31 left.

ˆ Nesis asks you for the departing (takeoff) airfield. Search for LJCL and
select it.

ˆ Next, Nesis asks for arrival (landing) airfield. Search for LHFM and
select it.

ˆ A window shown on Figure 33 left appears. The window shows both

airfields and an item labeled as New in-between.

ˆ Select the New item to add MW1, MUREG and SASAL waypoints in
sequence. All these are VFR waypoints, so select VFR or All when
asked for a waypoint type.

ˆ The final situation is shown on Figure 33 right. The item labeled as

New will be removed from the final route automatically.

ˆ Close windows. Note that a new route is not activated automatically.

It must be activated manually.

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Figure 33: Route at the beginning, when only takeoff and landing airfields are
known (left) and route at the end, when all intermediate points are
entered (right).

Notice the Summary item. The total distance, estimated time needed for the
route and estimated fuel consumption are shown. The time estimate is based
on the typical aircraft cruising speed. See section 8.4.3 on page 88.
Note, this is a rough estimate. No extra climb time, descend time and traffic
pattern times are added.
The same is true for fuel consumption estimate – no extra fuel for climb or
any reserves are taken into account. It is based on the typical consumption.
See section 8.4.3 on page 88 for more details.
Each item in the route can be changed. Any intermediate waypoints can be
changed or removed. A new waypoint can be inserted before the selected
item. Please feel free to experiment.

4.5.3 Creating a New Route – Nesis With Touch Screen

When the New option is selected, see Figure 31 left, Nesis switches to a special
Route Planning screen. Touch screen is used extensively in planning.
The route creation process will be shown on an example on a route from
LJSK (Slovenjske Konjice) to LOAV (Bad Vöslau). This route may have the
following intermediate VFR reporting waypoints: GOLVA on border between

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Nesis III User’s Manual 4.5 Route

Slovenia and FINKEHN to avoid crossing MATZ near Wiener Neustadt, just
before the destination.

Figure 34: Example of route planning with touch screen.

Figure 34 illustrates the final result. The route was created using the following
steps:

ˆ Move the map so that you can see the daparting airfield, LJSK. Touch
the airfield and then choose Select if asked. This defines the departing
airfield.

ˆ Move the map so that you can see the destination airfield, LOAV. Touch
the airfield and confirm the selection. This defines the destination.

ˆ Once departure and destination are known, touch the Zoom icon. Com-
plete direct route will be shown. Check if route is crossing any CTRs
or busy TMAs.

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ˆ Zoom in to show Slovenian-Austrian border in more detail. Touch the

purple route line near the border and drag it over GOLVA border point.
This will insert new waypoint and recalculate route automatically.
ˆ Observe the route path. Move the map if necessary. The path crosses
Wiener Neustadt CTR area. Touch the path near by and drag it over
the FINKENHAUS reporting point.
ˆ This seems fine now. Touch the Zoom icon again to see the complete
route. At the bottom is the terrain profile with the airspace zones that
route is crossing. Adjust the vertical flight line according to the terrain
and airspace.
ˆ Once you are happy with the route, select the Airplane icon. This saves
the route and activates it at the same time.

The route planning system is very flexible and it adds even more features. We
recommend creating a few routes and checking them out.

ˆ A touch on a circle – route waypoint allows you to remove the waypoint

from the route.
ˆ A list of route waypoints is displayed on the right. A touch on a waypoint
name allows you to select a different waypoint, which will replace the
existing one.
ˆ A swipe over waypoint name to the left or to the right will remove the
waypoint from the route.
ˆ A touch on the route title opens the actions window. The following
actions are displayed:
– Save & Fly saves the route and activates it.
– Rename opens a window where a different name can be assigned to
the route. Default name consist from the departure and destination
airfield designations. See also section 4.5.6.
– Reverse will reverse all the waypoints in the route. See also section
4.5.8.
– Clear removes all waypoints from the route.
ˆ A touch on the Metar tab will collect current METAR information from
airfields close to the route and display this in a list form. Either an
Internet access or an active FIS-B link connection is required for this
command. Figure 35 shows an example.

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Estimated elapsed time (EET) is shown next to each waypoint on the route.
EET is calculated based on the cruising speed, which is defined in section 8.4.3
on page 88. The route title also shows total route distance and estimated fuel
consumption.
These values are just a rough estimate. No extra climb time, descend time
and traffic pattern times are added in the calculations. The same is true for
fuel consumption estimate – no extra fuel for climb or any reserves are taken
into account.

Figure 35: Example of METAR information along the route.

4.5.4 Importing a Route

Nesis can also import a route, which was previously prepared with some route
planner. The route file must be saved in Garmin GPX format. This means
that any route planner, which can save/export route in GPX format can be
used.

ˆ Prepare a route, save it in GPX format and copy it to USB stick.

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Nesis III User’s Manual 4.5 Route

ˆ Insert the stick into Nesis and select the Import command. See Figure
31 left.

ˆ Select the route file from the USB stick. This will only copy the route
into Nesis but it will not make it active.

4.5.5 Deleting a Route

Select a route from the list of routes and then select the Delete command.
The selected route will be deleted from the list. The command can not be
reverted.

4.5.6 Renaming a Route

In most cases routes have an automatic name, which consists of takeoff and
landing airfield. In order to put a special name to a route, select the Route
from the main menu and then select the Rename command. Use the on-screen
keyboard or the knob to enter a new name.

4.5.7 Editing a Route

This command allows editing an existing route. New waypoints can be added
or modified. In the case of touch screen a new page opens. See section 4.5.3.

4.5.8 Reversing a Route

This is a very convenient command. It reverses order of items in selected

route. Route name is also automatically adjusted, unless route was previously
renamed. Figure 36 shows a reversed route from the previous example.

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Figure 36: Result of a reversed route from previous example.

4.5.9 Actions on an Active Route

When the Route command is issued and some route is already active, a dif-
ferent window appears. See Figure 31 right on page 54.
The following options are possible here:
ˆ The Deactivate item will make the route inactive.
ˆ Select one of remaining route waypoints in direct to mode. Nesis will
navigate directly to this waypoint and once the waypoint is reached, it
will resume with route navigation.
ˆ Select one of the remaining route legs. Nesis will select this leg as a new
active leg. This can be used to switch to the next leg early. Note that
legs that were already completed can’t be selected.

4.6 Adjusting Fuel Level

This option is available only when no fuel level sensors are connected to the
EMS unit (DAQU) and Nesis calculates the fuel remaining from the fuel flow
information.
Note that such way of fuel level indication is highly speculative and may lead
to very inaccurate results. Never fully trust this indication.
Fuel level is first adjusted during the Nesis start-up procedure. Later, you
can adjust it during the flight.

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Nesis III User’s Manual 4.7 Setting Pitch Correction

4.7 Setting Pitch Correction

A change in the cruising speed results in a different pitch angle. In order to
correct the pitch, a correction value can be entered. Figure 37 shows a pitch
correction window.

Figure 37: An example of the pitch correction window.

4.8 Pitch and Roll Trim

Please refer to DAQU Installation Manual for connections and settings.
Once the pitch or roll trim is configured any change of trim opens a window
shown on Figure 38. The window shows relative position of the trim. When
trim position stops changing the window will disappear.

Figure 38: An example of the pitch trim and roll trim position window.

In additions to this, trim positions for roll, pitch and yaw are shown on all
major screens. Only positions for detected sensors are shown. For examples,
see Figures 5, 6, 12, 15.

5 Flarm and ADS-B Receivers

Nesis can be connected with some Flarm and ADS-B receivers. In general,
any Flarm compatible device can be connected, however it was tested only
with:

ˆ Power Flarm Core – produced by Flarm Technology Ltd.,

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Nesis III User’s Manual 5. Flarm and ADS-B Receivers

ˆ TRX 1500 – produced by Garrecht Avionik GmbH.

ˆ AT-1 - AIR Traffic – produced by Air avionics.
In this section, we will use term Flarm device or simply device for any of
above mentioned products.
This section does not explain any Flarm working principles. There are several
documents and information sources available on Flarm official web site. We
strongly recommend that you read them before you connect your Flarm device
to our system:
ˆ Please study the Nesis installation and any other manuals that you
received with your device. The device manual information supersedes
any conflicting information in this manual.
ˆ Please, make sure that you understand the working principle of the
device.
ˆ Please visit https://flarm.com/ and study documents found on this
site. Specifically check the SUPPORT section, where you can find man-
uals and firmware updates.
ˆ For TRX and AT-1 devices, visit https://www.air-avionics.com and
check the SUPPORT section for manuals and firmware updates.
ˆ Update device with the latest firmware (software). Devices must be
updated every year or they will stop working. Kanardia has nothing to
do with this unusual demand.
ˆ Devices are sometimes shipped with obsolete firmware. Update the
device with the latest firmware version before installation.
ˆ Please, also read the FAQ sub-section on the Flarm site. If can be found
under SUPPORT section.
ˆ When a mode S transponder is installed in an aircraft, it does not nec-
essary mean that it also transmits ADS-B out signal.
ˆ Intruding traffic with C-mode or even S-mode transponder without
ADS-B out signal are all non-directional targets. In addition, distance
to the target is estimated from the signal strength. All this means that
values shown in traffic warning window are not very reliable for non-
directional targets.
Please note that web pages are often reorganized and that manuals, firmware
and FAQ can be moved to some other place.

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Nesis III User’s Manual 5.1 Directional and Non-Directional Traffic

5.1 Directional and Non-Directional Traffic

Power Flarm and other compatible devices consist of two independent sub-
systems merged into one device. The first is Flarm subsystem and the second
one is ADS-B in subsystem.

5.1.1 Flarm Subsystem

The Flarm subsystem is only capable to see other aircraft that are also
equipped with Flarm devices. The range of visibility varies significantly and
depends on the antenna position, antenna shadowing, device strength, air-
craft material . . . The range is about 10 km at best but may be significantly
less in reality. It can be as low as a few hundred meters and blind spots are
also possible. When the device detects a target – an airplane which has also
a Flarm device on board, it will get a full set of target data: type, position,
speed, etc. This is a directional traffic (or directional target). Flarms are
mostly installed in gliders.

5.1.2 ADS-B in Subsystem

The ADS-B in subsystem listens to transponder replies of other aircraft –

targets. Here are two possibilities:

ˆ The transponder reply comes from an aircraft, which is equipped with

ADS-B out. In this case, the transponder reply also holds information
about aircraft position, speed, direction, etc. Not many small airplanes
are equipped with this. This kind of equipment is mostly found in
airliners and in ”more serious” aircraft. Most small GA aircraft and
ULMs do not have such equipment.
ˆ The transponder reply comes from an aircraft, which is NOT equipped
with ADS-B out. These are majority of small aircraft. This reply does
not include position, speed, direction. It has only altitude (C-mode)
and squawk. The device tries to estimate distance of the target based
on the transponder signal strength. A distance can be estimated (not
very reliably) but the direction can not. Such targets are called ”non-
directional traffic” (or non-directional targets).

During flying device detects transponder responses from ”non-directional” tar-

gets mostly. As direction is not known and distance is only a rough estimate,
their position can not be drawn on the map, but their presence is announced

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Nesis III User’s Manual 5.2 Traffic on the Moving Map

to the pilot. This means that there may be frequent traffic advisories from
the system, but the actual position of the target is not known.
Such behavior can be turned off, see Section 5.4.

5.2 Traffic on the Moving Map

Flarm device sends traffic information that it detects in regular intervals. A
vertical or horizontal filter can be applied by the device to hide traffic that is
out of specified limits.
Such traffic is shown on the main navigation map only. The following symbols
are used.

Approximate position of the intruding aircraft that poses as non-

threat.
A Proximity Advisory indicates that the intruding aircraft is
within ±1200 feet and is within a 5 nm range, but is still not
considered a threat.
A Traffic Advisory is shown as a solid yellow circle. This in-
dicates an aircraft in vicinity, which shall be considered as a
threat.
A serious threat is shown as a solid red circle. In most cases
an additional warning window will appear on the screen in this
case.

Figure 39 shows an example of such map. Three aircraft are shown, non of
them as a threat.

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Nesis III User’s Manual 5.2 Traffic on the Moving Map

Figure 39: Traffic symbols on a map. Vertical difference is in hundreds of feet,

as three digits are used.

On top of each symbol a relative vertical difference is shown and arrow on the
right side shows a climbing or descending aircraft.

When Nesis is set to show altitude in feet, then the vertical difference will be
shown in hundreds of feet. It is always shown as three digits. For example,
-008 means that aircraft is about 800 feet below. 000 means about the same
height.

When Nesis is set to show altitude in meters, then the vertical difference
will be shown in hundred of meters. It is always shown as two digits. For
example, +03 means that aircraft is 300 meters above. 00 means about the
same height.

When intruding aircraft is climbing or descending faster than 500 feet/min

(2.5 m/s) a vertical arrow is shown.

Once device stops sending traffic data for some aircraft for more than 5 sec-
onds, the symbol for this aircraft will disappear.

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5.3 Warning
When device calculates that certain aircraft (or ground obstacle, or protected
zone) poses a serious threat, it sends special warning message. Nesis intercepts
this message and it shows a large warning window on any screen as long as
such messages persist.
We would like to emphasize that all decision making is done by the device.
Figure 40 illustrates an example.

O1 Relative position of the threat regarding aircraft’s track. The marking

field will be yellow in the case of a warning and red in the case of an
alert.
O2 Horizontal distance to the threat.
O3 Visual level of the threat. Circle is colored when threat is ±10◦ on hori-
zon. Inner arrow is colored when threat is 10◦ - 30◦ above or below the
horizon and outer arrow is colored when threat is more than 30◦ above
or below the horizon.
O4 Vertical relative distance to the threat.
O5 Threat symbol. Important: the symbol can be misleading. Always ex-
pect any kind of threat. The symbol depends on the value programmed
into the intruding aircraft device.

5
3
1
2
4

Figure 40: Threat classified as warning comes from left, distance is 1.5 km,
about at the same visual level, 450 feet below.

Figure 41 shows two more examples of traffic warning. Both these are clas-
sified as alerts. The right one is non-directional warning. A non-directional

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warning means that the device was not able to determine direction of the
threat.

Figure 41: Left: Alert for an airplane, 330 meters away, slightly from right,
400 feet above and 10◦ - 30◦ above the horizon. Right: Alert for a
balloon, 190 meters away, direction is not known, 300 feet above
and 10◦ - 30◦ above the horizon.

5.4 Settings
Flarm device settings can be accessed via the Options screen. Selecting the
ADS-B/Flarm icon opens a window shown on Figure 42.

Figure 42: Flarm devices main menu window.

The following options are given:

Info Information about the device and its current settings. This is read only
information.

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General settings allows basic device configuration. Note, not all devices
support this.
ADS-B settings allows configuration of some ADS-B specific settings. Note,
not all devices support this.
Range settings allows configuration of some range based variables. Note,
not all devices support this.
Errors & Warnings option appears only when the device detects an internal
error or warning. It opens a window with the details.
’New traffic’ messages allows tunning the on-screen messages, which ap-
pear when new traffic has been detected.

5.4.1 Info

The info section list device details. Please refer to the Flarm documentation
for more explanation.
Although most of devices shall be able to provide this information, this may
not be the case for all models.

Model is a short name/type of the connected Flarm device.

Serial is device’s serial number.
Software is device’s software version.
Hardware is device’s hardware version.
SW expires date when device’s software expires. Device will stop working
after this date.
Build special build number of the device. This may be useful in troubleshoot-
ing.
Baudrate communication speed used to talk with the device.
NMEA defines which NMEA sentences is sent by the device. If can be Flarm
specific only, pure NMEA only or both.
Aircraft defines what symbol will be used to represent this device.
Id type defines type of device specific ID. Each device has unique specific
id.

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Id defines the Id in use. This will be either Flarm id or ICAO id. Both
ids shall be represented by a 6 hexadecimal characters.

Region defines the region for which was device configured.

Flarm horizontal tells horizontal limit to detect Flarm based signals. Please
note that this is a theoretical limit. De facto limit can be significantly
lower.

Flarm vertical tells vertical limit to detect Flarm based signals. Please
note that this is a theoretical limit. De facto limit can be significantly
lower.

Capabilities list features that were enabled in this device.

5.4.2 General Settings

The General settings option is used to some device parameters listed below.
The values entered here are sent directly to the device. According to our
experiences, only Power Flarm accepts these settings properly. You have to
configure other devices in their specific way according with the instructions
from producer.

Aircraft type specifies the symbol that represents the aircraft in Flarm
transmission. It can be: glider, tow plane, rotorcraft, drop plane, air-
plane or jet.

Baudrate defines the communication speed between Nesis and Flarm device.
We recommend using the highest speed that device supports, typically
57600 bauds. This ensures that device will be able to transmit all
important messages.

Config ID opens a new window, where the ICAO 24-bit aircraft address
in the form of six digit hexadecimal code is set. This address which
uniquely identifies the device.

ˆ When aircraft if equiped with transponder, the address is available

in the aircraft registration documents or on the website of the local
aircraft registration authority. Select the Manual (ICAO) option
and enter the transponder address in the window below. The
address consists of six hexadecimal characters.

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ˆ When unsure of the address and when a Mode-S transponder is

not present in the aircraft, select the Automatic option. This will
generate an address based on the serial number of the device.
ˆ The Random option shall be avoided. It will generate a different
address on every device restart.7

5.4.3 ADS-B Settings

These settings group is related with transponder and ADS-B settings. Ac-
cording to our experiences, only Power Flarm accepts these settings properly.

Transponder type defines the type of the transponder built-in the aircraft.

ADS-B warnings can be enabled or disabled. The device listens to ADS-B

squitter responses of other aircraft all the time and it processes this
information. When warnings are disabled, no warnings like shown on
Figure 40 for ADS-B based traffic will be given. However, the position
of ADS-B traffic will still be transmitted, depending on their range.

Use Mode-S altitude When this is enabled, the device will try to use al-
titude detected by aircraft’s own Mode-S transponder for calculation
of vertical distances. When disabled, device will use altitude based on
its own barometric pressure sensor. The own transponder detection is
based on transponder 24 bit ICAO address. This address was entered
in section 5.4.2.

Process Mode-C targets enables/disables processing of Mode-C transpon-

der responses. Position of these targets is not known (so called non-
directional targets) and the distance is only estimated from the signal
strength. Most small general aviation aircraft are equipped with Mode-
C transponders. With this option enabled, such a near-by aircraft can
be detected, but not located.

Own Mode-C suppression selects a method for suppressing own Mode-C tran-
sponder. The Aggressive option may suppress other Mode-C targets
on same altitude. The Less aggressive option may cause warnings from
own Mode-C transponder in case of e.g. reflected signals.
7 Flarm devices have origin in gliders. On competitions, certain pilots want to hide
identity, hence this option was introduced in Flarm.

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N/D target alarm enables/disables traffic warnings for which direction is

not known (non-directional traffic). Figure 41 right shows an example
of such non-directional warning.

N/D calibration sets antenna calibration value. A higher value makes non-
directional targets appear closer — it compensates for low antenna gain
and/or a long cable.

N/D target beep enables/disables beep sound on the device for non-directio-
nal targets. Note: not all Flarm devices have such beeper available
and/or activated. This does not affect Nesis.

5.4.4 Range Settings

The range related settings define range filters of the device. According to our
experiences, only Power Flarm accepts these settings properly.
Please note that actual detection capabilities of the device may be significantly
lower then specified by these values. Especially, all metal and carbon aircraft
are affected.

Flarm horizontal range (m) defines the horizontal distance cut-off limit
for targets detected by Flarm to Flarm radio signal. Targets beyond
this limit will not be shown.

Flarm vertical range (m) defines the vertical distance cuf-off limits for
targets detected by Flarm to Flarm radio signal.

ADS-B horizontal range (m) defines the horizontal distance cut-off limit
for targets detected by ADS-B squitter response.

ADS-B vertical range (m) defines the vertical distance cut-off limit for tar-
gets detected by ADS-B squitter response.

N/D horizontal range (m) defines the horizontal distance cut-off limit for
non-directional targets. Please note, that distance is estimated on the
signal strength.

N/D vertical range (m) defines the vertical distance cut-off limit for non-
directional targets.

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5.5 Errors

Flarm device may send error and warning messages, which indicate device’s
internal problems. When Nesis intercepts them, a red Flarm symbol is flashing
in the status bar. In addition a Flarm status rectangle appears on the right
side of the main map screen indicating number of errors. See Figure 43 left.

Figure 43: Left: a part of the main map screen, which shows the Flarm device
status rectangle. Right: Flarm Error and Warning window. On top
errors and warnings are displayed and the Acknowledge command
at the bottom.

ˆ In the main map window, touch the small Flarm status window. This
opens the acknowledge window.

ˆ Open the Options page with the icons, select the ADSB/Flarm icon and
select the Errors & Warnings item. Note this item is shown only when
an error or a warning is detected.

Please refer to the device documentation for the complete list of errors and
warnings.

5.5.1 ’New traffic’ messages

When a new traffic is detected by the device and the traffic is close enough,
Nesis may indicate it visualy or audibly. These specific settings are done in a
window as shown on Figure 44.

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Figure 44: An example of setting for the new traffic message.

‘‘New Traffic’’ message gives four options: Disable – do notthing, Text

& Voice gives a textual and audial indication of new traffic, Text only
shows only text and Voice only plays only audial message.

Aircraft ID timeout defines how long does it take for an aircraft to be

forgotten. When aircraft ID is not being received for this given time, it
will be marked as forgotten and if it appears again later, a new warning
will be given.

Do not repeat defines the time period, which starts when the last “New
traffic” message is shown. Within this period this message will not be
repeated for any new aircraft that may appear afterwards. This was
introduced to reduce number of warnings. Please note that aircraft
symbol will still appear on the map and that all collision warnings are
still in effect regardless of this setting.

6 Engines with ECU

Some engines which have ECU connected to the Daqu are sending status and
diagnostic messages. Nesis automatically shows the status in the engine part
of the screen.

6.1 Rotax iS
Figure 45 shows examples of the horizontal and vertical engine status infor-
mation. It consists of two lanes and general status. Each lane can be green
(active) or red (inactive). You should see the light change during the test
procedure, when lanes are being checked by switching them off.

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(a) Horizontal orientation.

(b) Vertical orientation.

Figure 45: Rotax iS engine status information.

6.1.1 Status details

The status details are accessible from the alarms icon on the options screen.
Select the Alarms icon and then the Rotax iS status... option. Figure 46
shows an example. Alternatively, a touch on the status area opens the same
window.

Figure 46: Detaled status information for Rotax iS engnes.

The window has the following items:

Lane A, Lane B can have the following values: OK – normal operation, In-
active – lane is turned off, CAUTION and WARNING.

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Generator Control tells which lane is in command for the generator control.
It can be Lane A or Lane B.

System states general status of the ECU system. It can be one of the following
messages:

ˆ All is OK.

ˆ No communication.

ˆ Service is required.

ˆ Land aircraft!

ECO mode has only two states: inactive and active. The active state means
that the engine operates in the ECO mode.

Device faults Normaly No errors detected message is shown. In the case

of ECU/engine failure, one or more messages can appear here.

Sensor faults Normaly No errors detected message is shown. In the case

of sensor failure, one or more messages can appear here.

7 Logbook

Nesis automatically keeps a log of flights and stores them in a logbook. It

keeps recording as long as Nesis is powered on. When logs are requested, it
extracts takeoff and landing events and combines them in flights. An example
is given on Figure 47.

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Figure 47: A logbook example. Pilot names are missing, two dash characters
are shown instead.

Logbook can be accessed from the Options page by selecting the Logbook icon.
See Figure 55 on page 85. Alternatively, a long-press on the pager button also
opens the Logbook window by default.

The logbook shows only basic information about each flight, like date, name
of the pilot, time of takeoff and time of landing.

Note that the logbook has a limited capacity of about 270 hours. When the
limit is reached, the oldest log entries will be overwritten. Since Nesis is
logging all the time and not only when flying, some invisible internal logs are
created. This means that actual logged flying time will be about 25% less –
you can expect to see about 200 flight hours.

When an item from the logbook is selected, more options are available. See
Figure 48.

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Figure 48: A logbook options example.

7.1 Show Details

The Show Details option, opens a window with more details about selected
flight. Figure 49 gives an example.

Figure 49: An example of flight details.

These details have three groups: general, flight and engine. The general group
shows:

Date of the flight.

Pilot name – as it was defined at the time of the takeoff.

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Instructor name – as it was defined at the time of the takeoff.

Flight section gives details and some statistics about a flight.

Takeoff time when takeoff conditions were detected.

Landing time when landing conditions were detected.

Duration total flight duration.

Distance distance traveled. This is not point-to-point distance. This is a

distance of the path projected to the ground traveled during the flight.

Max IAS maximal indicated airspeed detected during flight.

Max GS maximal ground speed detected during flight.

Max Alt maximal baro-corrected altitude reached during flight.

Min Alt minimal baro-corrected altitude reached during flight.

Max Acc maximal normal acceleration reached during flight.

The engine group shows similar statistics for the engine.

Start time of engine start.

Stop time of engine stop.

Duration engine run time.

Max CHT maximal CHT reached during engine run.

Max RPM maximal RPM reached during engine run.

Avg RPM average RPM measured during engine run.

Fuel used during engine run.

Avg fuel average fuel consumption during engine run.

Please note that the fuel used and average fuel consumption strongly depend
on the fuel flow measurement/estimation. If fuel flow is wrong, these two
items will be wrong, too.

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7.2 Copy Flight to USB

The Copy flight to USB option creates two files on the USB stick for the
selected flight. One file has .kml extension and the other has .tab extension.
The file name is a combination of pilot name, date and flight made on this
date. For example a file name ALES13-08-18-B means: pilot name is ALES,
flight was taken on 13-th of August 2018 and letter B means that this was
the second flight of the day.

7.2.1 The Kml File

The kml file stores 3D points of the flight and can be viewed in any third party
software, which accepts such format. One such software is Google Earth, but
many others are supporting this format as well. Figures 50 and 51 show two
examples. First is the top view of a flight and the second one is a detail with
visible vertical profile.

Figure 50: A flight file with kml extenstion opened in Google Earth.

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Figure 51: A detail of flight opened in Google Earth. Vertical profile is visible
here.

7.2.2 The Tab File

The tab file stores a detailed information for every recorded second. The
recording typically starts when engine start is detected and ends when engine
is stopped.
The Tab file format is a plain text format, where each row represents one
record and parameters in the record are separated by a tab character. Each
record has several flight and engine parameters like: date, time, position,
altitude, static pressure, velocities, wind speeds, engine temperatures, engine
pressures, RPMs and many others. Typically, the file is opened with Microsoft
Excel or with LibreOffice Calc.
Here are the steps needed to open the file in LibreOffice Calc. Steps in Mi-
crosoft Excel are similar.

1. Start the LibreOffice Calc.

2. Select the File:Open from the menu.
3. In the selection window, set Filter to All Files.
4. Search for file with the tab extension. An example is ALES12-08-18-
B.tab

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5. Calc detects that a text file is being imported and it opens a window as
shown on Figure 52. Please make sure that the Tab option is selected
as the separator and English (USA) as the language. This makes sure
that decimal values are properly imported.

6. The result of the import is then shown on Figure 53. Some column
widths were adjusted and some cells were hidden.

Figure 52: An example of Calc Text Import window.

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Nesis III User’s Manual 7.3 Copy Logbook to USB

Figure 53: An example of flight details upon successful import.

7.3 Copy Logbook to USB

This command creates a logbook file in html format and copies it to USB
stick. The logbook entries can be filtered for a pilot and for a period.

First, select a pilot or select All pilots in order to get a logbook for everyone.
Second, select how far to look back. The options are: complete history, last
year, last six months, 30 days, 7 days. After this selection, the logbook is
generated on the USB stick. Any web browser can be used to view it or print
it. The last flights come first. When touch-and-goes are detected, flight time
for each such event is also shown. Figure 54 shows an example.

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Figure 54: An example of logbook opened in Firefox browser. All pilots and
Complete History were selected. A touch-and-go event is shown in
row 1.

8 User Options

Nesis options are split into two parts: user options and service options. User
options are always accessible, while service options require special unique
password. This section explains user options. See section 9 on page 105 for
service options.

The user options screen can be accessed from the main menu. See Figure 25
on page 48 – the last item. Alternatively, a long-press on the knob also opens
the user options screen by default.

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Figure 55: Illustration of the user options screen.

8.1 Password
Some icons require password before proceeding and some options are available
only when correct hardware is detected. Almost always the password is 314,
first three most significant digits of number π. The password was introduced
in order to prevent unwanted accidental alterations of important settings. The
password can be disabled, see section 8.4.1.
Access to the service options requires device specific password. See section
9.1 in page 105 for more details.

8.2 Logbook
Select the Logbook icon in order to access the logbook. Logbook activities are
covered in section 7 starting on page 76.

8.3 Routes
Select Routes icon to work with routes. Route activities are covered in section
4.5 starting on page 53.

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8.4 Settings
Figure 56 shows the main settings options. In next sections each of them will
be explained.

Figure 56: Main settings options.

8.4.1 User

This icon is used to specify some user specific options and to assign actions
to buttons and knobs.

Language Select between languages for which the translation was provided.
Note that translations can be provided after the release of the software.
In the case of partial translations, the missing translations will appear
in English language.

Time zone Specify the difference between local time and UTC time. Spec-
ify zero in order to show the UTC time everywhere. In majority of
cases the difference is given in whole hours. However, some time zones
also require the minute part. For example, Eucla in Australia is using
UTC+8:45. In this case, set hours to 8 and minutes to 45.

Use 314 password Some people hate our 314 protection password. To turn
the password off, set this option to no.

Aircraft designation Enter aircraft registration number.

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Depending on the Nesis model, some short-cut actions can be assigned to

individual buttons:

User default action opens list of nearest airfields.

User long default action issues the Waypoint command.

Pager long default action issued the Logbook command.

External is not used by default. In fact external button is usually not con-
nected to Nesis. When it is connected, it is typically set to deactivate
autopilot.

External long When connected, it is typically used to re-activate autopilot.

The following actions can be assigned to each of the buttons mentioned before.

Autopilot menu is a shortcut to the Nesis autopilot menu. See section 12.8
on page 115.

Autopilot disable is a shortcut to the autopilot disable command.

Autopilot level is a shortcut to the autopilot level command.

Logbook is a shortcut to logbook actions.

Settings is a shortcut to the user options page.

Near airfields is a shortcut to the list of nearest airfields.

Waypoints is a shortcut to the waypoint selection window.

User Wayppoints is a shortcut to user waypoint selection window.

Set marker is a shortcut to the marker setting command.

Home is a shortcut to the default (home) screen.

Alarms is a shortcut to the alarms window.

8.4.2 Units

Nesis uses several units for different physical quantities like distance, velocity,
mass, volume, etc. Table 9 shows available units. The quantities are grouped
according to their function.

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Physical quantity Available units

Altitude feet, meters
Climb rate ft/min, m/s
Distance NM, km, mi(les)
Airspeed kts, km/h, mph
Windspeed kts, km/h, m/s
QNH hPa, inHg
Pressure bar, psi
◦
Temperature C, ◦ F
Fuel liters, US gallons
Flow l/h, gal/h
Engine RPM RPM, %
Rotor RPM RPM, %

Table 9: Available units for the individual physical quantity.

8.4.3 Range & Fuel

Parameters needed for range and fuel calculations are defined here. Figure 57
shows these parameters.

Figure 57: Parameters related to the range in fuel calculations.

Cruising speed This speed is used in route calculations, when aircraft is on

the ground. Once aircraft is airborne, actual ground speed will be used.

Fuel consumption represents average cruise fuel consumption of aircraft.

This value will be then used in the fuel computer for the endurance
and range calculation. See also the Fuel computer mode section.

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Endur. reserve is the reserve used in the endurance and range calculation.
The reserve is given in time. Please refer to the page 44 for more details
on fuel computer monitor.
Fuel computer mode Fuel computer works in one of two modes: fixed or
automatic.
ˆ The fixed mode always uses the fuel consumption given here in
range and endurance calculations. It ignores the values given from
fuel flow sensor/calculator.
ˆ The automatic mode uses the fuel consumption given here only
while the aircraft is not flying – while on the ground or taxing.
As soon as aircraft is airborne, it starts calculating average con-
sumption from the fuel flow and then it uses its average for the
range and endurance. The average is true average and takes all
data after take-off into account – it is not a moving average.

8.4.4 Screen

Figure 58 shows some options that affect how Nesis screens are shown.

Figure 58: Parameters related to the Nesis screens.

Directions This options affects all directions shown in Nesis (bearings, track-
ing, flight planning etc.). These directions can be:
ˆ true directions – as they are taken from standard paper map –
they are related to true geographic North.
ˆ magnetic directions – all directions are related to magnetic North.
Start screen This option tells Nesis, which of the four major screens shall
be activate on the start.
Turn rate defines visual aids for turn rate markers:

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ˆ Off – turn rate markers are not shown.

ˆ Standard 3◦ /s – this is what most GA uses.
ˆ Double 6◦ /s – double turn speed is slightly more dynamic.
ˆ Glider option 12◦ /s – pretty fast rate.

8.4.5 Map

Maps (charts) can be also a bit customized. Figure 59 shows the options.

Figure 59: Parameters related to the Nesis maps.

Aircraft symbol defines the aircraft symbol icon to be shown on the map.
Terrain color defines the terrain elevation color ramp used in terrain ren-
dering.
Tail size is used to show your past flight path in real time on the map. The
option defines how long this tail shall be in terms of time.
Map orientation defines the way the map is oriented on the screen.
ˆ Heading up -– the map is oriented in the direction of the aircraft
main axis.
ˆ Tracking up – the map is oriented in the direction of the flight
path – track (GPS track).
ˆ North up – the map is always oriented to the true North.
Wind arrow threshold defines the windspeed, above which the wind direc-
tion arrow is shown on the screen. Magu magnetic compass must be
also present on the CAN bus.

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8.4.6 Logger

Logbook and logger use several parameters needed for correct takeoff and
landing detection. Figure 60 shows these parameters.

Figure 60: Logger and logbook specific parameters.

Logbook time defines the time used in logbook reports. It can be either local
time or UTC.

Takeoff speed is the threshold speed, which must be exceeded. As soon it

is exceeded (with a small delay) Nesis treats the aircraft as airborne.
This speed shall be larger than wind gusts to prevent false logs.

Landing speed This is similar to takeoff speed, but it is used to detect land-
ings. As soon as airspeed drops below this threshold, Nesis considers
that the aircraft has landed and marks this in logger. It also stops
counting flight time.

Detection delay is valid both for takeoff and landing speed. It defines the
time for which takeoff or landing condition must be met. This is used
to prevent false takeoff/landing detection.

Landing rotor RPM Set this to zero for all aeroplanes. Rotorcraft shall set
this to a value, where they can’t fly anymore (say 200 RPMs). When
landing rotor RPM is set, Nesis does not relay completely on the landing
speed alone, but it also demands that rotor RPMs are lower than given
threshold. Only when both, speed and rotor RPMs are below their
thresholds, it will detect landing.

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Engine RPM threshold is the limiting engine RPMs used to detect that en-
gine is running.

8.4.7 Maintenance

This option is used to set a maintenance warning. Figure 61 shows the main-
tenance options on the left and a warning window on the right.

Figure 61: Left: Maintenance options. Right: Maintenance warning.

Next check at specifies engine hours when maintenance check shall be per-
formed.
Warn before is used to define how many hours before the check the warning
starts to appear on the startup window.

8.4.8 Engine Shut Down

This is special option for the cases, where the engine shall be cooled down
by running on idle before shutting down. When aircraft is below some speed
threshold and the engine RPMs are on idle a large countdown window starts
on the Nesis screen. Once the countdown disappears, it is safe to shut the
engine down.
A long touch on the countdown window closes the window prematurely.
Figure 62a shows the parameters and Figure 62b shows the countdown.

Enable toggles this function on and off. It is off by default.

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(a) Parameters (b) Countdown.

Figure 62: Engine shut down example.

RPM threshold When engine RPMs are above this threshold for a certain
amount of time (exceed time), it is considered that the engine is hot.
When aircraft speed is below the speed threshold and engine RPM is
below this threshold, the countdown starts (only when engine is in hot
mode).
Speed threshold This limit shall be set below flying speed. It is used to-
gether with the RPM threshold to determine when to start the count-
down.
Countdown The countdown time - waiting time. When this time elapses, it is
considered that engine is cool enough.
Exceed time It works together with the RPM threshold. When RPMs are
higher than the threshold for more than Exceed time, it is considered
that the engine is hot.

8.4.9 Glide

Glide is used to calculate the distance that can be reached by aircraft with
engine not working – in a glide mode. The following parameters have to be
defined:

Glide ratio (finesse) Define the glide ratio of the aircraft. Act conserva-
tively. Smaller values yield to shorter glide distances.
Reserve altitude Define the reserve altitude. If some airfield can be reached
in a glide mode above this altitude, then Nesis marks this in green. If

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an airfield can be reached, but below this altitude, it is marked yellow.

All others are marked red.
This feature is impractical for some aircraft types: gyro-planes and
helicopters. In this cases set the glide ratio to zero.

See also section 3.7.1 on page 27.

8.5 Pilots
When several people are flying an aircraft, pilots and instructors can specified.
When more that one pilot is given, Nesis ask for its name on the startup and
when at least one instructor is given, Nesis also asks for an instructor. Pilot
and instructor names are automatically recorded, when takeoff conditions are
detected and they will show in the logbook.
Figure 8.5 shown an example of one instructor and three pilots. A check over
an icon means that this pilot/instructor is currently active.
Only one pilot can be active at the time. In addition, one instructor can be
also active. An instructor can appear in two roles as a pilot or as an instructor.

Figure 63: An example of window used to edit pilots.

Adding a Pilot
Select the New command in order to enter new pilot or instructor. A window
appears and it ask to select between a pilot or an instructor. After this, enter
a new pilot or instructor name.

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Editing a Pilot

First select a pilot or an instructor name from a list. A command window

appears. Select Edit from the list. Next, select class.

Note that a pilot name can’t be edited. If a mistake was made, delete a name
from the list and create a new one.

Deleting a Pilot

First select a pilot or an instructor name from a list. From a command window
select Delete and name will be removed from the list.

Deleting a name from a list will also delete name from logbook. A flight,
made by this pilot will be still in the logbook, but “–” will appear instead of
the name.

Activating a Pilot

On Nesis start, a chance is given to select a pilot or an instructor from the

list. When a wrong name was selected, a new active pilot or instructor can
be activated from the options screen. Select the Pilots icon, select a name
from the list and finally select Activate from the command window. An active
instructor is selected in the same way.

8.6 Alarms

Nesis has several alarms, which are triggered, when certain parameter turns
red. Selecting the Alarm icon from the Options screen opens a window with
alarms. Figure 64 shows an example.

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Figure 64: An example of alarms in Nesis.

For each alarm a behaviour can be specified. There are four possibilities:

Disable is used to disable alarm completely. This is useful in case of a

sensor failure. A faulty sensor keeps signaling false alarms and with
this options it will be disabled.

Text is used to display an alarm without any sound.

Sound is used to play a beep sound along with the text.

Voice is used to play a voice describing the alarm along with the text. Alarm
text output and voice depend on the language settings.

A special (topmost) option on Figure 64 allows a quick mute of all alarms.

When No is selected, no sound or voice will be played regardless of the actual
state of individual alarms.

8.6.1 Editing an Alarm

Select an alarm from the list in order to open the alarm editor window shown
on Figure 65.

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Figure 65: An example of alarm editor for the high engine RPM situation.

Mode Select one of behaviour modes. See previous description.

Alarm text Edit or enter a new text to be shown on the screen.

Voice file Select the voice file to be played when alarm is on. Voice will be
played only if Voice option is selected for mode.

Test voice plays selected voice file. This is used to check if the selected file
is the correct one.

Activity defines condition when an alarm is active.

ˆ Always means that the alarm is always active.

ˆ With engine means that the alarm is active only when engine is
running.

8.7 Brightness

The brightness icon is used to change the display brightness in range Nesis
always starts with maximal 100% brightness. Brightness is selected in 10%
steps.
When Nesis runs on a backup battery (when such option is installed) it is
higly recommended to reduce brightness to 80% or less. This will significantly
increase the run time avialble on the backup battery.

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Nesis III User’s Manual 8.8 Audio

8.8 Audio

The Audio icon is used to change the audio level output for Nesis warnings.
Figure 66 illustrates an example. The Test option is used to play a test file
and the Volume sets the volume level in 10% steps.

Figure 66: The audio level window.

8.9 Compass

The Compass icon opens a window for the calibration of optional electronic
compass device called MAGU. The window is opened only when Magu was
detected on the CAN bus.

Due to complexity of MAGU installation and calibration the details are ex-
plained in the MAGU Manual. Please refer to our web site and download the
manual.

8.10 ADSB/Flarm

The ADSB/Flarm icon is used to set various Flarm/ADSB settings. The

details are covered in section 5.4 starting on page 68.

8.11 Waypoints

The Waypoints icon is used to add and edit user specific waypoints. Figure 67
shows a window that appears. The top part list commands and the bottom
part list all user waypoints.

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Figure 67: An example of user waypoint window.

8.11.1 New Waypoint

The New command is used to create a new user waypoint. First Nesis asks for
a waypoint name and once the name is given, it asks for the details. Figure
68 shows an example.

Figure 68: An example of user waypoint details window.

Name Name of the waypoint.

Description Longer description of the waypoint.
Type Type of the waypoint. When one of the airfield types is specified, this
waypoint will also appear in the airfield list.
Latitude Waypoint latitude in degree, minutes, seconds format.

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Longitude Waypoint longitude in degree, minutes, seconds format.

Elevation Waypoint mean sea level elevation.

8.11.2 Import

The Import command is used to import waypoints from a file on USB stick.
Three different formats are recognised:

ˆ Garmin GPX format,

ˆ Google KML format,
ˆ Glider CUP format.

During import, all importing waypoints that are closer than 0.5 NM to any
existing waypoint are ignored.
Also, the total limit for user waypoint is set to 700. Any waypoint inserted
after the limit has been reached, is ignored.

8.11.3 Transfer

This option is shown only, if the second Nesis is detected on the bus. This
command will transfer all user waypoints from this Nesis to the other. Any
existing user waypoint on the other Nesis will be overwritten.

8.11.4 Delete all

The Delete all command deletes all user waypoints in one step. A confirmation
is required.

8.11.5 Delete unnamed

This command deletes all user waypoints that have no name assigned. These
are typically markers, which name has not been changed to something mean-
ingful.

8.11.6 Waypoint Edit/Delete

When a waypoint from the list is selected it can be either deleted or edited.
No confirmation is required in the delete case. When Edit option is selected,
a window shown on Figure 68 is opened. See section 8.11.1 for details.

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Nesis III User’s Manual 8.12 Transfer

8.12 Transfer
The Transfer icon is used to copy certain helper files from the USB stick
into the system. Such files are maps, airspace, configuration, translation, etc.
Figure 69 shows all transfer options.

Figure 69: Transfer options window. Note that some options are available
only when Nesis is connected to the Internet.

Copy copies a file with kus or with lic extension from an USB stick. All these
files are in Kanardia specific format and they have special header, which
tells Nesis what this file is for and where to store it. Each copy is a
two part process. First, Nesis checks the integrity of the file and if
the check passes, the file is copied. Usually, a restart is required after
the file copy has been completed. Please note that you can’t use the
copy command for the system update, although the update file has the
correct extension. Use the Update icon instead.

Download is used to download detailed map for some country. This command
appears only if Nesis is connected to the Internet. A list of continents
appear. Select a continent and then a country. Repeat this for all
countries where a detailed map is needed.

Update avio data This command appears only if Nesis is connected to the
Internet. The command will download latest airspace, airfield, way-
points database from Kanardia server.

Map info lists all raster map files loaded into Nesis, Figure 70. It does not
list any system map files. The raster files list shows map name, date
of map creation, map file name, map type and size. A raster map can

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be also deleted. Select a raster map file and then confirm the Remove
option. After removal, Nesis must restart.

Format is a very powerful command and normally it should never be used. It

will reformat internal disk section. This section stores maps. This effec-
tively deletes all maps – system maps and raster maps. The command
can’t be revoked.

Figure 70: An example of raster file list. Red cross means that file is correctly
copied but valid licence file is missing. Green check means that
correct license file is also present.

8.12.1 When Copy Fails

Copying might fail. When it happens, an error message is displayed after

the verification process has been completed. The most probable cause is a
corrupted file on the USB memory stick. Download the file again and make
sure to use Safe remove command before removing USB memory stick from
PC. Then try again.

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8.13 Update
The Update icon starts system software update. It asks for a confirmation
and when confirmed, restarts Nesis in special update mode. More details are
given in section 10 starting on page 107.

8.14 Wireless
The Wireless icon opens a window where parameters for wireless connection
are given. Standard Nesis does not have wireless capabilities. You need a
compatible wireless USB plug in adapter. It is typically connected to the USB
port on the Nesis back side. Please refer to the Nesis Installation Manual for
more details.

8.15 Info
The Info icon tells some technical information about the Nesis and connected
CAN bus devices. Figure 71 shows an example.

Figure 71: An example of info window with the system details.

Qt Library tells the library version. When selected it opens further options.
Please refer to section 14.1 on page 126 for more details.

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Model tells Nesis model.

CPU tells the model of the main CPU used in Nesis.

Serial tells serial number of Nesis.

Screen defines the screen pixels resolution.

Config defines the configuration file used to define the number and look of
Nesis screens.

Version is the version number of software in Nesis. First number is version

in standard format and the second number is a build number. The
later is useful in troubleshooting.

Sys disk tells free space on the Nesis system disk.

SD disk tells free space on the internal SD card, where map files are stored.

Service pass holds a numeric password, which is needed to access the Ser-
vice Options.

GNSS details opens a window with GNSS satellite positions and status. The
following status are shown:

ˆ Error is shown if there is no GNSS reception or some internal

error is detected.
ˆ 2D fix is shown when a position is known, but precision is limited.
ˆ 3D fix is shown when a position is known and enough satellites
are visible for a good fix.
ˆ 3D+SBAS is shown when a position is also augmented with SBAS
system – highest precision.

Counters section lists three internal counters:

ˆ Engine total time – total time of engine running.

ˆ Flight total time – total time of aircraft being airborne.
ˆ Power-on total time – total time of Nesis being powered on.

CAN devices section lists all devices detected on the CAN bus.

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Nesis III User’s Manual 8.16 Service

8.16 Service

The Service icon is entry point to protected Service Options section. It re-
quires a special password. This password is unique for each Nesis. It can be
found under Service pass item on the info window. See section 8.15.

Additionally, this password is also written on the warranty card, that comes
with each Nesis.

Service option icons are explained in separate section 9 starting on page 105.

9 Service Options

Most of Service options are covered in depth by other manuals, particularly

in the Nesis Installation Manual. Here, only a brief information will be pre-
sented. Figure 72 shows the service options screen. Note that slave Nesis has
only a subset of these icons.

9.1 Password

In order to access the service options page, a four digit device specific password
is required. This password is written on the warranty statement, which should
be delivered with the instrument. The same password can be also found
by selecting the Info icon from user options (section 8.15). Search for the
Service pass and number next to it is the service password.

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Nesis III User’s Manual 9.2 Icons

Figure 72: The service options window and corresponding icons.

9.2 Icons
The following icons are available on the service options page:

Settings opens a window, where access to further options is provided. It

is used to select layout - screen organization, defines parameter limits
and color codes, flap positions, trim limits and video signal type.
AHRS Level is used to set the level position of the AD-AHRS-GPS module.
Engine opens window for the EMS device. Channels and sensors are config-
ured here.
Tank is used for tank calibration.
Offset allows various sensor and counter adjustments.
Autopilot is access popint to several autopilot configuration windows. A
separate document was prepared for autopilot installation and settings.
Please see the Autopilot Installation Manual.
Special Special functions allows you to enter various passwords which affect
Nesis behaviour. To prevent unwanted changes, do not use this function
unless we instructed you to do so. Most passwords are given to the
customers on a need-to-know basis.

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Nesis III User’s Manual 10. Software Update

CAN devices lists devices found on CAN bus and allows to perform some
special operations on them.

Joyu is used to assign commands to the JOYU command stick.

Engine Log is similar to the logbook, but it shows logs based on the engine
time. It also detects shorter test engine runs, which are normaly not
detected by the logbook. This is useful for service and testing purposes.
When an item is selected, it is copied to an USB memory stick in the
tab format. See section 7.2.2 for more details.

CAS Correct is used to enter the calibration airspeed corrections. Please

refer to the Installation manual for more details.

User brings back the User Options screen.

10 Software Update
The Nesis software is under constant development and we recommend up-
dating it regularly. This section describes actions required to update the
software.

10.1 Updating with USB Stick

In most cases, Nesis is updated using USB stick. Here the following steps are
required:

1. downloading an update file,

2. copying the update file to the USB stick,

3. updating Nesis with the USB stick.

In the case of two or more Nesis units, they must be updated one by one.
Once Nesis is updated to a new version, old version can not be put back
without causing system instability. If you really want to put the old version
back, you have to send Nesis and all CAN bus devices connected to Nesis
back to Kanardia.

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10.1.1 Downloading Updates

The latest (actual) software can be found on the Kanardia web page www.
kanardia.eu. Follow these steps:

O1 Open the home page and select Nesis icon on the top. This leads to
Nesis specific page.
O2 Select Software next. This opens a page with Nesis specific software.
An example is shown on Figure 73.
O3 Click on the link to start download process of selected software file.
Before downloading the software, a window appears asking for your
email address. This is optional. Download will be completed also if
address is not given.

1
2

Figure 73: Illustration of the Nesis software download page. Usually only
latest update is available.

Problems with Download

Some people complain that after click on the link nothing happens. This is
most probably because their browser blocks pop-up windows. Solution for
this depends on the browser.

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Mozzila Firefox solution is given in next steps:

O
1. Click on the ≡ menu symbol. See label M on Figure 73.
2. Select Preferences option. This opens a window in Firefox.
3. Select Privacy & Security.
4. Scroll down to the Permissions section.
5. Click on the Exceptions button next to the Block pop-up windows.
6. The Allowed Websites – Pop-ups window appears. Enter url ad-
dress www.kanardia.eu.
7. Click on the Allow button.
8. Click on the Save Changes button.
Chrome solution:
.
1. Click on the .. menu symbol.
2. Select the Settings option.
3. Scroll completely down and click on the Advanced. This opens
Privacy and security options.
4. Click on the Content settings to open them in a new window.
5. Click on the Pop-ups and redirects.
6. Under Allow section, click on the Add button.
7. Enter www.kanardia.eu and press Save.
Safari solution:
1. Click on the Safari menu and select Preferences.
2. A window appears. Select the Security icon.
3. Uncheck the Block pop-up windows checkbox.
Note that Safari does not allow exceptions for individual web sites.

10.1.2 Copying Update File to the USB Stick

The downloaded file must be copied to the USB stick. We recommend copying
it to the root folder.
Important: Once file was copied, please make sure that the USB stick is safely
removed from PC. This makes sure that all files are properly copied and closed
before the stick is actually removed from PC.

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10.1.3 Performing the Update

Once the update file is on the USB stick follow the steps below: Please note
that touch screen is not working in the Nesis update mode.

1. Insert the USB stick with the update file into USB port.

2. Select Options from the main menu and then select the Update icon and
confirm the decision. Nesis will restart in special update mode.

3. Upon restart a window similar to Figure 74a opens. Select the Update
option.

4. A window similar to Figure 74b opens with kus files listed. Normally,
only one file is listed. Select the update file (kus file) and push the knob.
The update process is now started.

(a) Nesis update mode options. (b) Update file selection.

Figure 74: Special update mode example.

Once update process has been started, do not cancel or terminate it. Make
sure that battery is sufficiently full. The update process may take a few
minutes.
The update process will automatically perform the following steps:

ˆ The update file integrity is verified. In the case of Update file checksum
ERROR message, it usually means that the file was corrupted and it
must be downloaded again. In most cases, forgetting to safely remove
the USB stick from PC is to blame.

ˆ Files stored inside the update file are copied into Nesis. Once this is
completed, Nesis restarts.

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Nesis III User’s Manual 10.2 Direct Update Mode (Emergency Mode)

ˆ A few moments after the restart, firmware update begins. Nesis will
update firmware in all devices found on the CAN bus automatically.
The firmware update process may take a few minutes8 . Secondary Nesis
does not perform firmware update9 .

10.2 Direct Update Mode (Emergency Mode)

In the case of software failure, where Nesis does not start-up properly anymore
and the Update icon from the Options screen can’t be reached, the following
approach may help:
1. Power Nesis off,
2. power it back on and
3. keep pressed the Screen switching button, see label 5 on Figure 1,
page 19. Wait until the window similar to window shown on Figure 74a
O
appears.
This brings Nesis to the point where software can be updated.

11 Database Update
The Nesis is using several aviation databases. These databases are regularly
maintained and their latest versions are available on our web site.
The databases include: airfield information, frequency information, naviga-
tion points, airspace zones, recommended VFR routes, etc. All these databases
are packed into one bundle and published on our web site. The name of the
bundle is AvioLatest.kus.

11.1 Updating with USB Stick

In most cases the databases are updated using USB stick in three steps.

1. downloading the latest database file,

2. copying the file to the USB stick,
3. updating databases from the USB stick.
8 In rare cases, the firmware update may fail. In this case, simply turn Nesis off and then
on again. On the second try, it will update the remaining devices.
9 Secondary Nesis with IGEP CPU is an exception, as it will only update its own MABU
device.

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11.1.1 Downloading Updates

The latest (actual) software can be found on the Kanardia web page www.
kanardia.eu. Follow these steps:

1. Open the home page and select Support menu from the top and then
select the Database option. A list of available files appears.

2. Select the AvioLatest.kus file. Check the publish date.

3. Click on the link to start the download process. Before downloading

the software, a window appears asking for your email address. This is
optional. The download will commence also if email is not given.

If you have problems with the download, please refer to the section 10 starting
on page 107.

11.1.2 Copying Update File to the USB Stick

The downloaded file must be copied to the USB stick. We recommend copying
it to the root folder.
Important: Once file was copied, please make sure that the USB stick is safely
removed from PC. This makes sure that all files are properly copied and closed
before the stick is actually removed from PC.

11.1.3 Performing the Update

Once the file is on the USB stick follow the steps below:

1. Insert the USB stick with the update file into Nesis USB port.

2. Select Options from the main menu and then select the Transfer icon

3. Select the Copy option.

4. Search for the AvioLatest.kus file and select it. Nesis will copy the
databases.

5. Wait for copy to finish and then close all windows.

Nesis will restart with new databases being active.

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Nesis III User’s Manual 12. Autopilot

12 Autopilot
When Nesis system is extended with one or two servo motors, than Nesis can
be also used as an autopilot controlling device. In general, no other electronics,
but servos is needed. This section describes basic operations with autopilot
system.

12.1 Intended Use

The autopilot is designed to help a pilot in stable, controllable flight conditions

during cruising. If such conditions are met, the autopilot can be engaged to
take some relief from the pilot, who can perhaps focus a bit more on ATC
communication or to do some navigation task. Nevertheless, it is still pilot’s
responsibility to monitor the autopilot and airplane behavior all the time.

12.2 Operation Limitations

Always respect the following limitations.

ˆ The autopilot shall be only used in VFR (Visual Flying Rules) condi-
tions.

ˆ Information from the Aircraft Operating Handbook always supersedes

information given in this manual.

ˆ The autopilot is designed to be used only in cruising conditions. It will

not work at low and high speeds. It can’t fly approaches and departures
and it can’t do takeoffs and landings.

ˆ The autopilot shall not be used in turbulence.

ˆ Do not use the autopilot with flaps extended.

ˆ In any case of abnormal activity, the autopilot must be deactivated and

the pilot must take over the commands immediately. Never wait for
autopilot to deactivate itself automatically.

ˆ Autopilot does not use any information from Magu (magnetic compass).

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12.3 System Description

Autopilot system shown on Figure 75 consists of Nesis, power supply switch

and two or more servo motors units called Seru. All these units are connected
via CAN data bus which enables the communication between them. The
Nesis is used for autopilot control and configuration. The Seru units are
servo-motors which are moving the aircraft control surfaces. Power switch is
used to cut the power to the servo motors – this quickly disables servo motors
and frees the aircraft commands. It is also possible to install a quick autopilot
disable switch which can be placed on the command stick of the airplane.

Nesis CAN Amigo

Panel

Optional units
Aileron Joyu
Servo Stick

Elevator Magu
Servo Compass

Figure 75: Main units of the autopilot system. Some units are optional.

Each Seru unit is controlling one aircraft control surface. In two axis autopilot
system, one Seru unit is linked to the aircraft aileron which is controlling the
roll angle and therefore controlling the heading of the aircraft. The second
Seru unit is linked to the aircraft elevator and is controlling aircraft pitch and
therefore altitude or vertical speed.

12.4 Autopilot Status Window

Autopilot status box as shown in Figure 76 can be found on each Nesis screen.
The status box shows state of autopilot axes. A green text next to the axis
indicates that it is active. A gray text means that an axis is disabled. In ad-
dition, selected autopilot parameters are also shown in the status box. When
both autopilot axes are disabled the status box is hidden, automatically.

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Figure 76: An example of the autopilot status box.

A short touch on the autopilot status opens the autopilot menu. A long touch
on the autopilot status disables the autopilot.

12.5 Autopilot Setup

For autopilot installation and setup please check separate document: Au-
topilot Installation Manual. In this section only autopilot operations are de-
scribed.

12.6 Setting User Button

User button shall be configured to provide a quick access to autopilot func-
tions. It is advised to configure buttons as:

ˆ Short Press set to the Autopilot Menu function,

ˆ Long press set to the Autopilot Disable function.

Please check section 8.4.1 on page 86 for more details.

12.7 Safety

Autopilot system is not terrain aware and it will not make any avoidance
action or issue any terrain warning!
Please refer to the Autopilot Installation Manual for more details about the
safery measures.

12.8 Operation
Short press on the User button shows the autopilot menu, Figure 77. All
autopilot actions are accessed trough this menu.

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Figure 77: An example of the autopilot menu.

The description of the actions is presented below. Some actions enable only
pitch and some only roll autopilot servo. The level action is the only one,
which enables both autopilot servos simultaneously.
Autopilot menu remembers last selection. When the menu is opened, last
action is already selected. This saves time when you change one parameter
often.

12.8.1 Track

In order to fly some desired track course the Track action is selected from
the menu. A window with track direction input is shown on Figure 78. The
default value of the input window is always current track. If active screen also
shows the heading bug, the bug is adjusted as well.

Figure 78: Illustration of the track input window.

If the autopilot was not active before selecting new track the the roll servo
motor will be automatically enabled after the track is confirmed. Otherwise,

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the autopilot will try to follow desired track while changing values on the
input window.
The autopilot will always turn the airplane in the direction which is closer to
the current track. When a change for more than 180◦ is made in one direction,
the autopilot will turn the aircraft in opposite direction. The maximum roll
angle of the turn is selected in autopilot setup menu. See Autopilot Installation
Manual for reference.
A long touch on the compass rose sets the heading bug. When autopilot is
active, it switches into track mode and it automatically follows new selected
direction.

12.8.2 Altitude

In order to hold or change desired flying altitude the Altitude action is selected
from the autopilot menu. A window with altitude input is shown on Figure
79. The default value of the input window is always current altitude.

Figure 79: Illustration of the altitude input window.

12.8.3 Flight Director (HNAV)

In order to follow a pre-planned route or fly to some selected waypoint the

Flight director action is selected from the autopilot menu. Nesis then becomes
primary navigation source for the autopilot. The autopilot will follow any
active navigation. Roll servo motor is automatically activated. Please refer
to section 4.5 starting on page 53 for more information about route planing.
The flight director is controlling only direction of flight. To change altitude
use Altitude or Vertical Speed commands.
The navigation can be changed dynamically. When flight director is active
the aircraft will start to turn immediately after selecting new waypoint or
activating a different route leg.
When aircraft is significantly off-course, flight director approaches the active
route leg at 45◦ angle. When close enough, it turns back to the leg direction
minimizing the cross-track error.

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Nesis III User’s Manual 13. Maps

Once aircraft reaches the last point of the route or a direct-to waypoint it
starts to circle around that point. During turns, the aircraft is maintaining
the roll angle configured in settings.
When autopilot is active a touch on a map navigation point will activate the
touched point as a direct-to and put the autopilot into Flight Director mode
(HNAV).

12.8.4 Disable

The Disable command disengages all servomotors connected to the system.

This action is immediate and the user is not asked for any confirmation. The
route or direct-to waypoint selection remains unchanged.

12.8.5 Level

The Level command is the only autopilot command that activates both servos.
When the command is issued, autopilot keeps aircraft leveled. It does not
follow any course and it does not maintain any particular altitude.

13 Maps
Nesis uses two different map principles that are combined into one system
using layers technique:

ˆ Vector map with elevation data. This map principle is using vector
information to draw a map. Most entities like road, railroads, rivers,
etc. are drawn as lines and filled areas at run time on top of a elevated
terrain image.

ˆ Raster map. This map comes already fully prepared - it is like a very
big photo, with all possible details included in the photo.

Both these map principles, which seems to be exclusive, are combined together
using layers technique.
All map information is always drawn as a part of globe. No fixed projection
is used. The projection is dynamic and automatically adapts according to
the zoom level and current position. This was achieved by using the high
performance graphics OpenGL system.

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13.1 Layers
The map shown on Nesis consists of several layers, which are drawn on top of
each other.

ˆ Low resolution worldwide terrain presented as a globe is the most bot-

tom layer. This layer is hidden most of the time by the high resolution
terrain layers. Figure 80a shows example of this layer.

ˆ High resolution terrain is drawn next. Some examples are shown as

background on Figures 80b, 6 and 7.

(a) Low resolution map – distant view(b) High resolution map – this one is made
seen as a globe. on globe as well.

Figure 80: All map operations are made on globe.

ˆ Rivers, roads, railways, country borders, country names, cities are drawn
next. The detail of this layer strongly depends on the zoom level. Figure
81 illustrates an example.

ˆ On top of this layer come airspace zones. Their visibility also depends
on the zoom level.

ˆ Next, airfields, airfield details, navigation points are drawn. Some air-
fields have traffic patterns, holding zones, arrival and departure routes.
They are drawn in a separate layer. See Figure 82a.

ˆ When raster maps are used, they are drawn next. It is important to
note, that they hide (overwrite) all layers below, in the part, where
raster maps are visible. Figure 82b shows an example, where left part
of the screen is covered with raster map and the rest is vector map. The

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Nesis III User’s Manual 13.2 Vector Maps

(a) Low vector detail. (b) High vector detail.

Figure 81: The details of vector map depend on zoom level.

figure shows how raster map overwrites all previous layers. It also shows
that both maps blend together pretty good.

ˆ Active navigation details, airplane symbol and other navigational and

operational items are drawn the last.

(a) Airfield and traffic circuit detail. (b) Raster and vector side by side.

Figure 82: More details of vector map and blending with raster map.

13.2 Vector Maps

Vector maps are based on several map sources.

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ˆ Elevation data is based on 3 arc-second DEM data, which is originaly

provided by SRTM10 .
ˆ Roads, rivers, lakes, railways, populated areas, state borders, etc. are
obtained from the OSM11 project. Only a tiny subset of this always
growing project is used. We update this data once per year, usually in
summertime.
ˆ The major source for aeronautical information, airfields, airspace zones,
navigation aids, etc. represents the OFM12 project. Partily, we also take
data from Our airports13 web page.

These maps are packed into several files, which can be downloaded from our
server. These maps do not include any aviation information. They include
terrain and basic topography. We prepare these maps usually once each year,
mostly during summertime.

13.2.1 Installing a Vector Map

The instrument is delivered with the vector maps partially installed. The low
resolution maps are installed for complete world, but high resolution maps
only for some specified area.
Low resolution world wide layer can be installed as follows:

1. Download the WorldBase.kus file.

2. Copy the file to a USB memory stick. Make sure to use safe remove
option before removing the stick from your PC.
3. Insert the stick into Nesis, switch to Options page and select the Transfer
icon.
4. Select the Copy item and search for the WorldBase.kus on the stick.
Select it to start the copy.

The WorldBase.kus is already installed in Nesis by default, so the procedure

mentioned above can be skipped in most cases.
High resolution layers are provided per country.
10 Shuttle Radar Topography Mission, digital elevation data, produced by NASA.
11 Open Street Map – www.openstreetmap.org.
12 Open flight-maps – www.openflightmaps.org.
13 Our Airports – ourairports.com.

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Nesis III User’s Manual 13.3 Raster Maps

1. Visit our web page and use interactive map to select counties of your
interest. Download them one by one.

2. Copy the downloaded files to the USB memory stick. Do not forget to
use safe remove option before removing the stick form PC.

3. Start Nesis and insert the USB stick. Switch to the Options page and
select the Transfer icon.

4. Select the Copy item and then select a country with ras extension from
the stick. This start the copy process. Repeat this until all high resolu-
tion country files are copied.

5. Close all windows and Nesis will restart and new files will become active.

13.3 Raster Maps

Raster maps are complete maps in a form of an image usually prepared by
professional organizations. The advantage of raster map is in the fact that fi-
nal map optimization is done by human beings, which makes maps much more
alike the paper map. In many cases, raster maps are nothing but electronic
versions of paper maps.
Some of these maps may be obtained only under license and some of them
are freely available.
Typically, these maps are provided as a file with tiff, jpg, png, bmp pdf or
similar raster image extension. The most suitable format is tiff with integrated
geo-referenced information – so called geotiff.
We use special software to convert one of these formats into a format optimized
for Nesis and Emsis. Typical extension of our format is ras.
Some of our ras files are copy protected and they will be visible only when
proper license file is also installed. This license file has lic extension.

13.3.1 DFS

We obtain DFS – Deutsche Flugsicherung maps from R. Eisenschmidt GmbH

– www.eisenschmidt.aero. We convert these maps into ras format that is
optimized for Nesis and Emsis. The maps can be downloaded from our web
site. Figure 83 shows coverage of DFS maps.

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Figure 83: Availability of the DFS maps.

All DFS are licensed maps. You can download the ras files from our web
page and install them on Nesis, but they will not be displayed on Nesis screen
unless proper license file is also obtained.

Installing License

The license file is bound to a Nesis serial number. In order to obtain the
license file, please contact [email protected] and tell us your Nesis serial
number. We will charge you a license fee and once this is paid, an email with
the license file will be send back to you.
The license file has the lic extension. It copied to Nesis in the same way as
the maps with ras extension are copied. Please see section 13.3.5.
You can copy any DFS ras file before you get the license file. The files will be
installed, but ignored by Nesis until the proper license file is also present.
If you have two screens, you have to tell us serial numbers of both screens.
There are no additional license fees for the second screen.

13.3.2 US Sectionals

FAA publishes and regularly updates several raster charts which are covering
complete US territory. We take these charts and convert them into ras format
suitable for Nesis.

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All these charts are free – no license is needed. Figure 84 illustrates them for
the main part of US.

Figure 84: Availability of the US maps.

13.3.3 France – CartaBossy

CartaBossy is a popular choice for raster map of France. In order to respect

the copyright of the author, please follow next steps:

1. Buy the paper map directly from CartaBossy web site https://www.
cartabossy.com/.
2. For all buyers of the paper map, the author provides also access to the
electronic version of the map. Download the electronic version to your
PC. Use geo-referenced TIFF or TIF format.
3. Use “We transfer” web service (it is free) to send us the copy of the file
you have downloaded. Use [email protected] address. Here is the
link https://wetransfer.com/.
4. We will convert the file into a format, which is understood by Nesis.
This will take a day or two. The file with kus extension will be send
back to you using the same service.
5. Copy the file to Nesis with the help of the USB stick. See section 8.12
for more details.

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13.3.4 User Charts

Any image file which is available in proper format can be converted into a
ras format and then displayed on Nesis. It is also possible to scan a pa-
per map and then convert the resulting file into ras format. Please contact
[email protected] and we will discus options.
In order to display a copy of a paper map on the screen, the following steps
need to be taken:

1. Try to get a map on a roll, which is printed on a non-glossy paper. This

yields best results during scanning.
2. Scan the map on a large format scanner at 250 dpi resolution. Nowadays,
such scanners are available in almost any town. Save the result in a tiff
or png format.
3. This file requires some manual processing – usually one hour work. So,
we will ask for a minor fee.
4. Send the resulting file to us for georeferencing. Use “We transfer” web
service (it is free). Use [email protected] address. Here is the link
https://wetransfer.com/.
5. We will convert the file into a format, which is understood by Nesis.
This will take a day or two. The file with kus extension will be send
back to you using the same service.

13.3.5 Installing a Raster Map

Raster maps have ras extension. In most cases they are downloaded from our
server. Sometimes they are also obtained via WeTransfer or a similar service.
In order to copy a raster map to Nesis, follow next steps:

1. Download the raster map from our web page. In this case, the map
will have the right extension. Alternatively, you may also receive a map
via some file transfer service. Such file is usually ziped and the map is
hidden inside the zip file. Extract the ras file from the zip file.
2. Copy the ras file to a USB memory stick. Make sure that you use the
safe remove option before removing the USB stick from your PC.
3. Start Nesis, insert the USB stick and switch to the Options page and
select the Transfer icon.

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Nesis III User’s Manual 14. Third Party Software

4. Select the Copy item from the list and search for the raster file to copy
from the USB stick.

5. The copy process starts. Fist the file’s signature (integrity) is checked
and if all is well, the file is copied.

6. Close all windows. Nesis will reboot and system will use raster file
automatically.

Some raster files are protected with a special license file, which binds the
raster file with a serial number of the instrument. In this case, you have to
install the license file as well. License files have lic extension. A license file is
copied in the same way as the raster file.
If integrity check fails, the file is not copied. The cause of the failure is usually
linked to coping from PC to USB-stick. The stick was removed from PC too
quickly. Repeat the whole procedure once again starting with downloading
from the server.

14 Third Party Software

This section has nothing to do with the usage of the Nesis. You can skip
it completely if you are not interested in software development and licensing
issues.

14.1 The Qt Library

The Nesis software was developed with the help of the Qt library, which is a
product of The Qt Company. The library offers several licenses. One of them
is the LGPLv3 license, which we chose for the Nesis.
Choosing this license gives us some obligations. They are partly fulfilled by
Nesis, partly by this manual and partly by our web server. The following
subsections give insight into the details.

14.1.1 Modules and Linking

Nesis is using dynamic linking (.so) with the following libraries from the Qt
library bundle: libQt5Core.so, libQt5Gui.so, libQt5Widgets.so, libQt5Xml.so,
libQt5Concurrent.so, libQt5Network.so, libQt5DBus.so, libQt5OpenGL.so and
libQt5EglDeviceIntegration.so.

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14.1.2 Source Code and Toolchain

The source code of the Qt library used with Nesis and the toolchain used
to build the binary image of library modules can be obtained following next
steps:

1. Use your browser and open https://www.kanardia.eu web page.

2. Select SUPPORT|Software from the menu on the top right side. A list
of various software bundles will appear.
3. Select QtLibrarySource to download the Qt library source code.
4. Select Toolchain to download the suite of programs that were used to
build the library binaries.

14.1.3 Compiling The Library

Once both the library and the toolchain were downloaded, use the following
steps to build the library binaries on your computer. We are using Kubuntu
flavor of Linux operating system and instructions will be given for such system
(or similar).

1. Extract Toolchain.tar.bz2.
2. Extract QtLibrarySource.tar.bz2.
3. Enter folder qt5base-5.6.0/.
4. Configure Qt5 with following command and replace {DIR} with the
folder, where the toolchain was extracted:
# ./configure -opensource -shared -no-static -no-sql-mysql -no-sql-psql \
-widgets -gui -opengl es2 -eglfs -no-openssl -no-gstreamer \
-prefix {DIR}/QT -no-rpath -nomake tests -device buildroot -no-xcb \
-no-cups -no-nis -no-gtkstyle -no-pulseaudio -no-xcb-xlib -no-harfbuzz \
-no-libproxy -no-icu -no-xcb -device-option \
CROSS_COMPILE={DIR}/host.a20/usr/bin/arm-buildroot-linux-gnueabihf- \
-sysroot {DIR}/host.a20/usr/arm-buildroot-linux-gnueabihf/sysroot

5. Compile library with:

# make

6. Install library with:

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Nesis III User’s Manual 14.1 The Qt Library

# make install

Library files are installed into folder:

{DIR}/host.a20/usr/arm-buildroot-linux-gnueabihf/sysroot/QT

14.1.4 Installing Modified Qt Library

The LGPLv3 license allows you to freely adapt and change the source code
according to your needs.

1. Use your favorite source code editor to edit and modify the Qt library
source code.

2. Compile the changes using the toolchain (see section 14.1.3) and produce
the binaries.

3. Copy the binaries to a USB memory stick. Put them into the USB stick
root folder.

4. Insert the USB stick into Nesis.

5. Switch to the Options page and then select the Info icon.

6. Select the Qt Library from the list.

7. Select the Install Qt Library option.

8. Confirm the decision – select Yes.

9. Nesis will copy the libraries found on the USB stick to the internal flash
drive by overwriting any existing libraries.

10. Close all windows and turn Nesis off.

11. Power Nesis on. Now, it should start with new version of Qt libraries.

If something goes wrong and Nesis does not start anymore, start it in emer-
gency mode. See section 10.2 . Then perform software update with the official
version of Nesis software. This should restore Nesis back to working state.

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14.1.5 Copy of Qt License Document

A copy of the Qt license document is stored in Nesis. It can be viewed using

the procedure below:

1. Switch to the Options page.

2. Select the Info icon.

3. A list of items appears. Choose the Qt Library option.

4. Another list appears. Choose the View Qt license item.
5. A window with original Qt license document appears. Scroll down to
read the complete text.

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Nesis III User’s Manual 15. Limited Conditions

15 Limited Conditions
Although a great care was taken during the design, production, storage and
handling, it may happen that the Product will be defective in some way.
Please read the following sections about the warranty and the limited opera-
tion to get more information about the subject.

15.1 Warranty
Kanardia d.o.o. warrants the Product manufactured by it against defects in
material and workmanship for a period of twenty-four (24) months from retail
purchase.

Warranty Coverage

Kanardia’s warranty obligations are limited to the terms set forth below:
Kanardia d.o.o. warrants the Kanardia-branded hardware product will con-
form to the published specification when under normal use for a period of
twenty-four months (24) from the date of retail purchase by the original end-
user purchaser (”Warranty Period”). If a hardware defect arises and a valid
claim is received within the Warranty Period, at its option and as the sole
and exclusive remedy available to Purchaser, Kanardia will either (1) repair
the hardware defect at no charge, using new or refurbished replacement parts,
or (2) exchange the product with a product that is new or which has been
manufactured from new or serviceable used parts and is at least functionally
equivalent to the original product, or, at its option, if (1) or (2) is not possible
(as determined by Kanarida in its sole discretion), (3) refund the purchase
price of the product. When a refund is given, the product for which the refund
is provided must be returned to Kanardia and becomes Kanardia’s property.

Exclusions and Limitations

This Limited Warranty applies only to hardware products manufactured by or

for Kanardia that have the ”Kanardia” trademark, trade name, or logo affixed
to them at the time of manufacture by Kanardia. The Limited Warranty
does not apply to any non-Kanardia hardware products or any software, even
if packaged or sold with Kanardia hardware. Manufacturers, suppliers, or
publishers, other than Kanardia, may provide their own warranties to the
Purchaser, but Kanarida and its distributors provide their products AS IS,
without warranty of any kind.

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Software distributed by Kanardia (with or without the Kanardia’s brand name

including, but not limited to system software) is not covered under this Lim-
ited Warranty. Refer to the licensing agreement accompanying such software
for details of your rights with respect to its use.
This warranty does not apply: (a) to damage caused by use with non-Kanardia
products; (b) to damage caused by accident, abuse, misuse, flood, fire, earth-
quake or other external causes; (c) to damage caused by operating the product
outside the permitted or intended uses described by Kanardia; (d) to damage
caused by service (including upgrades and expansions) performed by anyone
who is not a representative of Kanardia or an Kanarida Authorized Reseller;
(e) to a product or part that has been modified to significantly alter func-
tionality or capability without the written permission of Kanardia; (f) to
consumable parts, such as batteries, unless damage has occurred due to a
defect in materials or workmanship; or (g) if any Kanardia serial number has
been removed, altered or defaced.
To the extent permitted by applicable law, this warranty and remedies set
forth above are exclusive and in lieu of all other warranties, remedies and
conditions, whether oral or written, statutory, express or implied, including,
without limitation, warranties of merchantability, fitness for a particular pur-
pose, non-infringement, and any warranties against hidden or latent defects.
If Kanardia cannot lawfully disclaim statutory or implied warranties then to
the extent permitted by law, all such warranties shall be limited in duration
to the duration of this express warranty and to repair or replacement service
as determined by Kanardia in its sole discretion. Kanardia does not warrant
that the operation of the product will be uninterrupted or error-free. Kanar-
dia is not responsible for damage arising from failure to follow instructions
relating to the product’s use. No Kanardia reseller, agent, or employee is
authorized to make any modification, extension, or addition to this warranty,
and if any of the foregoing are made, they are void with respect to Kanardia.

Limitation of Liability

To the extent permitted by applicable law, Kanardia is not responsible for in-
direct, special, incidental or consequential damages resulting from any breach
of warranty or condition, or under any other legal theory, including but not
limited to loss of use; loss of revenue; loss of actual or anticipated profits
(including loss of profits on contracts); loss of the use of money; loss of an-
ticipated savings; loss of business; loss of opportunity; loss of goodwill; loss
of reputation; loss of, damage to or corruption of data; or any other loss or

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Nesis III User’s Manual 15.2 TSO Information

damage howsoever caused including the replacement of equipment and prop-

erty, any costs of recovering, programming, or reproducing any program or
data stored or used with Kanardia products and any failure to maintain the
confidentiality of data stored on the product. Under no circumstances will
Kanardia be liable for the provision of substitute goods or services. Kanar-
dia disclaims any representation that it will be able to repair any product
under this warranty or make a product exchange without risk to or loss of
the programs or data. Some jurisdictions do not allow for the limitation of
liability for personal injury, or of incidental or consequential damages, so this
limitation may not apply to you.

15.2 TSO Information — Limited Operation

This product is not TSO approved as a flight instrument. Therefore, the
manufacturer will not be held responsible for any damage caused by its use.
The Kanardia is not responsible for any possible damage or destruction of
any part on the airplane caused by default operation of instrument.

132 © Kanardia 2018-2020