J.P. Instruments EDM 700, EDM 800, EDM 711 User Manual

Pilot’s Guide

Engine Data Management

EDM-700
EDM-800

EDM-711 Primary

Copyright  2000-2007 J.P. Instruments, Inc.

All Rights Reserved

J.P. INSTRUMENTS INC.

Information: P. O. Box 7033
Huntington Beach, CA 92646

Factory: 3185 B Airway
Costa Mesa, CA 92626

[phone] [phone]
Fax [phone]

www.jpinstruments.com
www.jpitech.com

www.BuyJPI.com

[e-mail]

Printed in the United States of America Rev W 3/2009

Last printed 10/17/2012 9:05:00 PM

Table of Contents

Section 1 - Introduction 1

Product Features 1
Engine Data Management 2
Benefits of Proper Mixture Control 2
JPI Probes 2
Temperature and Mixture 2

Section 2 - Displays and Controls 4

Displays 4
Modes 7
Buttons 8
Parameter Scan— EDM-700 without Fuel Flow Options 9
Automatic Parameter Scan—EDM-711 10

Section 3 - Operating Procedures 11

Diagnostic Testing on Startup and During Flight 11
Modes 11
Automatic Mode 11
Manual Mode 12
LeanFind Mode—Leaning Rich of Peak 12
LeanFind Procedure—General Explanation 13
Operation for each Phase of Flight 18
Shock Cooling 19
Common Misapplications 20

Section 4 - Diagnosing Engine Problems 21

Alarms 24
Pre-Ignition and Detonation 25

Section 5 - Fuel Flow Option Operation 26

Fuel Flow Display Select Switch 26
Fuel Management 28
Parameter Scan—Systems with Fuel Flow Option 28

Section 6 - Long Term Data Memory 30

Downloading from Long Term Memory 31
Downloading Data from the EDM to a Flash Drive 31
Downloading from USB Flash Drive to a PC 33

Section 7 - Personalizing 33

Pilot Programming 33
Section 8 - Programming the EDM-800 Horsepower Constant 35
Section 9 - Programming Manifold Pressure (MAP) 35
Section 10 - Programming use of Factory Original TIT Probe 36
Section 11 - Programming the Fuel Flow Option 38

Fuel Flow Option Programming Procedure 40
Section 12 - Programming Long Term Data Memory 40
Section 13 - EDM-711 Primary Alarm Display 41
Section 14 - Alarm Limits 42

MAP, Fuel Flow Alarm Limits, Units, Fuel Capacity 44

Navigation Data Formats 46

tap STEPand

GPS-C Fuel Flow Format for GPS Bi-directional Comm 46

Diagnostic Messages, Fuel Flow 47

Navigation Data Ports for GPS Comm 47
Section 15 - Option Connector Pin Assignments 48
Section 16 - Reference Reading 49
Section 17 - Technical Support 49
Limited Warranty 50
Index 51

How to Change Modes (page 7)

EDM-700 enters Automatic mode two minutes after power up

AUTO INDEX

parameters

automatically

indexed

Toggle between

LEAN R and

LEAN L of peak

tap LF,then tap STEP

L

F

S

T

E

P

E

T

S

h

t

F

o

L

b

d

d

l

n

e

o

a

n

h

a

t

l

u

m

i

s

tap STEPbutton

LEAN FIND

starts LeanFind

procedure

P

y

l

s

u

o

LFsimultaneously

MANUALINDEX

parameters
indexedwhen
step intapped

LF

In Leanof peak, afterfirst
LeanFind, LF will returnto the
inverted bar graph. TapLF againto
start LeanFind procedure

b

e

g

l

e

in

a

n

i

n

g

dot flashes

release buttons

continue

leaning

Toggle to include/

exclude

parameterin

indexing

see

LEANEST

hold LF

release

LF

Displays

peak EGT

value

Section 1 - Introduction
Product Features

 indicates standard feature
Hands-free, automatic scanning (711: primary only)
All programming done from the Front Panel
LeanFind finds the first and last cylinder to peak
with true peak detect—eliminates a false peaks
Displays both leaned temperature below peak and peak
Battery voltage with alarm
24 Programmable alarm limits
Normalize view
DIF low to high EGT with alarm
EGTs to stable 1°F resolution
Shock cooling monitored on every cylinder
User selectable index rate
Fast response probes
Non-volatile long term memory

Records and stores data up to 30 hours
Post-flight data retrieval

Data retrieval software
FAA Approved as primary temperature instruments for
CHT, OIL, TIT
Alarm and warning light panel
Oil temperature opt
Turbine inlet temperature opt opt opt
Outside air temperature opt opt
Compressor discharge temperature opt opt opt
Carburetor temperature opt opt opt
Fuel Flow FF opt FF opt

Solid-state rotor fuel flow transducer FF opt FF opt

Fuel quantity in gallons, kilograms, liters, or pounds FF opt FF opt

Low fuel quantity alarm FF opt FF opt

Low fuel time alarm FF opt FF opt

GPS interface FF opt FF opt

Instantaneous fuel flow rate FF opt FF opt

Total amount of fuel consumed FF opt FF opt

Total fuel remaining FF opt FF opt

Time to empty at the current fuel flow rate FF opt FF opt
Displays % horsepower and RPM
Automatically calculates percent horsepower

700 711 800

  
  
  

  
  
  
  
  
  
  
  
  
  
  
  
  






RPM opt RPM opt

opt
















For Your Safe Flight Page 1

Engine Data Management

The EDM Engine Data Management system is the most advanced and
accurate piston engine-monitoring instrument on the market. Using the
latest microprocessor technology, the EDM will monitor up to twenty­four critical parameters in your engine, four times a second, with a

linearized thermocouple accuracy of better than 0.1 percent or 2 F°.

As your built-in flight engineer, the EDM is constantly “red line”
checking: all critical parameters are automatically checked four times a
second, regardless of the current display status. Leaning is accomplished
quickly and automatically using the LeanFind procedure. With the
EDM it is now possible to have substantially more diagnostic
information available to you in a timely and usable manner.

The real-time serial data port—a standard feature—permits you to
record scanned parameters in real-time using a user-supplied laptop PC.

Benefits of Proper Mixture Control

 Improved engine efficiency  Reduced maintenance costs
 Greater fuel economy  Reduced operating costs
 Smoother engine operation  Proper engine temperatures
 Longer spark plug life  Reduced engine vibration

JPI Probes

Temperature information
processed by the EDM is captured

by fast response, grounded

JPI

temperature probes, that accurately

cylinder

head

CHT probe

exhaust

manifold

measure the small temperature
changes—as small as 1°F—that

EGT probe

occur during mixture adjustment.

Temperature and Mixture

In a piston engine only a small portion of the energy from combustion
produces movement of the piston during the power stroke. The majority
of energy passes into the exhaust pipe as hot gasses. By monitoring the
temperature of these exhaust gasses you will have an indication of the
quality of the combustion process. Low compression, non-uniform fuel
distribution, faulty ignition, and clogged injectors diminish the
efficiency of the combustion process that generates power.

Page 2 Engine Data Management

From the cockpit you can adjust the fuel/air ratio by a process called
leaning. Retarding the mixture control changes the fuel/air ratio and
hence the resulting Exhaust Gas Temperature (EGT).

The following figure depicts the mixture and temperature relationship.

-100

EGT °F below peakPercent of best power

-50

100

95
90
85
80

Best

power

range

0

T

First

G

E

T

H

C

e

c

r

e

P

peak. Use for

Rich of Peak

w

o

p

t

n

S

p

e

c

cylinder to

leaning

r

e

i

f

i

c

f

u

e

l

c

o

economy

range

n

s

u

m

p

Best

t

i

o

n

GAMI

spread

Peak Power

Last

cylinder to

peak. Use for

Lean of Peak

leaning with GAMI
injectors

20

0

-20

-40

-60

-80

CHT °F change from

best power

Full Rich

(Take-off)

Rich

Lean

Too
lean

As the mixture is leaned, EGT rises to a peak temperature, and then
drops as the mixture is further leaned. Peak power occurs at a mixture
using more fuel than at peak EGT. Best economy occurs at peak EGT.
Accurate leaning yields optimal engine temperatures. By being able to
precisely adjust the mixture, your engine can produce either the best fuel
economy or maximum power, whichever you choose.

For Your Safe Flight Page 3

A single EGT gauge merely gives you an average of each cylinder’s
temperature: some cylinders can be too rich, while others too lean.
Variations produced by differences in fuel distribution, ignition, and
compression will cause each cylinder to follow its own mixture and
temperature relationship such that one cylinder will reach peak before
another.

Section 2 - Displays and Controls

The EDM monitors engine temperatures and voltages, assists in
adjusting the fuel/air mixture, and helps diagnose engine malfunctions.
There are three components of the user interface:

 Analog display including cylinder number and index dot
 Digital display for numeric readouts and messages
 Two front panel operating buttons.

Displays

°F or°C

F

_

EGT

%
Limit

_



Dotindicates which

cylinder temperatures

areshownin the

digitaldisplay



Exhaust Gas
Temperature
(EGT) is thetop of
thecolumn



Systems with
both TIT and
OIL,OILis
shownas
missing segment



Dashline or

NRMindicates

Normalizeor
Percentview

Maximum
lineis the
EGT, TIT

and OIL

Cylinder Head

(CHT)is shown

redline

CHT

absolute

scale

Temperature

as amissing

segment



Cylinder

numbers 1

through6. T is

TIT otherwise

oiltemp



NRM

1 2 3 4 5 6 T

TSO

CHT

450
350
250

I340 376

STEP LF

EDM 800

Percent

HP

orRPM

(EDM-

800only)

7 3

J

P

I



HP

Analog Display
The upper half of the face of the EDM is the analog display with %HP.

The following is a description of the analog display, from top to bottom.
Numbers in circles refer to features in the above diagram.

Page 4 Engine Data Management



Normalize and Percentage View Indicators

 Percentage view: when there is a dash — near the P at the top of

the display (EDM-700) or NRM is not lighted (EDM-800), the
columns indicate percent of EGT red line. Each column is
composed of a stack of segments. A maximum height column
depicts 100 % of red line and a one segment-high column
depicts 50 % of red line. For example, if the red line is 1650°F, a
maximum height column represents 1650°F and a one segment­high column represents half that value, or 825°F. The
Percentage view permits comparison of EGTs across all
cylinders. Hotter cylinders display higher columns than cooler
cylinders.

 Normalize view: when there is a dash _ near the N at the top of

the display (EDM-700) or the letters NRM are lighted on the left
side (EDM-800), the EGT columns are displayed normalized.
When you change to the Normalize view, all column peaks are
set to the same half-height level for trend analysis. Any changes
are shown as an increase or decrease in column height. A one-
segment change in column height represents a 10°F change.
The Normalize view permits rapid visualization of EGT trends,
rather than a percentage of red line. You should use normalize in
level cruise and run-up.

To toggle between Percentage and the Normalize views, hold the LF
button for five seconds until the display changes. The analog display

becomes half height and the display changes to the Normalize view.
Selecting the Normalize view does not affect the digital display nor alter
the parameter sequence. The CHT display—described later—is not
affected by the Normalize or Percentage view.

You may select the Normalize view in either the Manual or Automatic
mode. Normalize view is most helpful for engine trend monitoring of
each cylinder’s operation. For example using the Normalize view during
engine run-up, a fouled spark plug will appear as a higher column.

A common misapplication is to be in the Normalize view and then
change your power setting, causing all columns to go off scale, high or
low. Set to the Percentage view before adding or reducing power.
Always set Percentage View when beginning your descent.



Temperature Units (°F or °C)

 °F temperatures in the digital display are in Fahrenheit degrees.
 °C temperatures in the digital display are in Celsius degrees.

For Your Safe Flight Page 5

To change the display of engine temperatures see “Changing the
Alarm Limits” on page 42.



Cylinder Numbers and Dot Index

A row of numbers 1 through 6 and the letter T are the column labels for
the analog display. The 1 through 6 are the cylinder numbers. If the TIT
option is installed, the T denotes the last column is displaying Turbine
Input Temperature (TIT) as a column. If the T is absent and the Oil
temperature option is installed, the last column displays Oil temperature.
If both TIT and Oil temperature options are installed, the last column
displays TIT and the missing segment displays Oil temperature. The
highest Oil temperature segment will flash only when the digital display
shows OIL. The highest TIT segment will flash on when the digital
display shows TIT. A round dot under the numbers 1 through 6 indicates
that particular column is shown numerically in the EGT and CHT digital
display.



Bar Graph EGT and CHT

Each column in the bar graph is composed of a stack of segments. The
total height of each column represents the EGT and the missing segment
in the column represents the CHT.

 In the Percentage view, the EGT, TIT, and Oil temperature

resolutions depend on the programmed red line limits.

 CHT is displayed by a missing segment and

should be interpreted as follows: a missing
segment corresponds to the CHT in 25 F°
increments, starting at 250°F at the bottom. In

CHT

450
350
250

the example shown here, the CHT is 300°F. If the EGT bar
is lower than the missing CHT segment, then the CHT will
be indicated by a single isolated lighted segment.

The CHT display is the not affected by mode or view.



Percent HP (EDM-800 only)

Displays percent of rated HP or RPM depending on pilot programming.

Digital Display

Beneath the bar graph is the 9-segment alphanumeric display.

EGT and CHT

When the dot index is beneath a cylinder number, 1 through 6, the digital
display shows the EGT on the left (four digits) and the CHT on the right

Page 6 Engine Data Management

(three digits). Other parameters are displayed in the digital display as
described in the subsection “Parameter Scan— EDM-700 without Fuel
Flow Option” on page 9. The EDM-711 will briefly display EGT – CHT
before displaying the numerical values.

HP

4 digit

displayof

EGT

NRM

1 2 3 4 5 6 T

TSO

CHT

450
350
250

I340 376

STEP LF

EDM 800

73

J

P

I

F

_

EGT

%
Limit

_

3 digit
displayof
CHT

Display Dimming

The entire display panel features automatic dimming. Allow ten seconds
for the display to adjust to ambient lighting conditions.

Modes

There are three standard operating modes of the EDM: Automatic,
Manual, and two LeanFind submodes. These modes will be described in

more detail beginning on page 11. Most of the time you will operate the
EDM in the Automatic mode. When you first turn on the power the
EDM starts in the Manual mode, but will enter the Automatic mode after
two minutes. The three modes affect primarily the digital display.

Automatic Mode
Just tap the LF button, then tap the STEP button. No user

intervention is required to use this mode. Each cylinder and each
parameter value is automatically sequenced and shown in the digital
display for a few seconds. The EDM-711 will automatically scan only
the primary temperatures: highest CHT, TIT, OIL.

Manual Mode
Just tap the STEP button. Automatic stops. Each indexed parameter is

frozen in the digital display until you manually index to the next
parameter by tapping the STEP button. The EDM-711 will manually
scan all parameters.

For Your Safe Flight Page 7

LeanFind Mode
Simply pre-lean, tap the LF button and begin leaning. The EDM will

assist you in finding the first cylinder to peak.

Buttons

I340 376

STEP EDM-700 LF

J

P

STEP button LF button

Buttons, Front Panel

Two operating buttons control all functions of the EDM.
The term tap will be used to denote pressing a button momentarily. The

term hold will be used to denote pressing and holding a button for five
seconds or longer.

STEP Button

Located on the lower left side near the instrument face.

 In the Automatic mode, tapping the STEP button will stop

and change to the Manual mode. Then each tap of the STEP
button will display the next parameter in the sequence.

I

 In the LeanFind mode tapping the STEP button will

terminate the LeanFind mode and change to the Automatic
mode.

Secondary functions of the STEP button include:

 In the Manual mode holding the STEP button will display the previous

parameters in the sequence (rapidly backwards).

 In the programming procedures, tapping the STEP button will advance to

the next item in the list.

 When an alarm is displayed, tapping the STEP button will temporarily

delete that alarm from appearing for the next ten minutes.

 When an alarm is displayed, holding the STEP button until the word OFF

appears will delete that alarm from appearing for the remainder of the
flight.

LF Button

Located on the lower right side near the instrument face.

Page 8 Engine Data Management

 In Automatic or Manual modes, tapping the LF button will

change to the LeanFind mode.

 In Automatic or Manual modes holding the LF button for

three seconds will toggle between Percentage and Normalize
views.

hold LF button

for 3 seconds

 In the LF mode holding the LF button after peak EGT is

found will display peak EGT.

Secondary functions of the LF button include:

 In the pilot programming procedure, holding or tapping the LF button is

used to increment or decrement parameter values and toggle between Yes
and No answers to questions.

STEP and LF Buttons

 Holding both the STEP and LF buttons simultaneously for

five seconds changes to the pilot programming procedure.

 Holding both the STEP and LF buttons simultaneously for

five seconds after entering LeanFind mode but before
beginning to lean will toggle between leaning “rich of peak”
and “lean of peak.”

 Tapping both the STEP and LF buttons simultaneously in

Manual mode toggles to include or exclude the displayed
parameter from the Automatic mode. It has no affect on the
displayed parameters in the Manual mode.

N: Normalize viewP: Percentage view

 In the LF mode tapping both the STEP and LF buttons

simultaneously will mark a data record in long term
memory and display will flash SNAP.

Parameter Scan— EDM-700 without Fuel Flow Options

The EDM steps through the engine parameters in a specific sequence.
Listed below is the sequence, parameter description and example of the
digital display.

For Your Safe Flight Page 9

Parameter Example Comments

Voltage, System Bus

I4.2 BAT

Battery voltage

Outside Air Temperature
Induction Air

Temperature

Compressor Discharge

Temperature

Carburetor Temperature
Difference between

hottest and coolest EGT

EGT, CHT
TIT, Turbine Inlet

Temperature

Oil Temperature
Shock Cooling

8I OAT
I25 IAT

300 CDT

-22 CRB

80 DIF

I340 376

TIT
TI2

I78 OIL

-30 CLD

°F or °C
Out of the intercooler

Into the intercooler
Not available when CDT is

installed
Dot indicates most widely
deviating cylinder
EGT, left, CHT, right. Dot
indicates cylinder
Turbine #1, left shows as
column.
Turbine #2, right
Missing bar in TIT column or is
column
Dot indicates fastest cooling
cylinder

The display will pause at each parameter for four seconds in the
Automatic mode. (The four second pause time can be changed.) In the
Manual mode, tap the STEP button to advance to next parameter. Only
the parameters for the options that are installed will be displayed;
uninstalled parameters will not appear.

Automatic Parameter Scan—EDM-711

The EDM-711 in automatic scan mode will display only the following
three primary temperatures: highest CHT, OIL and if the option is
installed, TIT.

Page 10 Engine Data Management

Section 3 - Operating Procedures
Diagnostic Testing on Startup and During Flight

When your EDM is first turned on, all digits light up for a few seconds,
permitting you to check for non-functional segments. Then each column
is self-tested in sequence while the EDM tests internal components,
calibration and integrity of the probes. If a problem is found, it will be
displayed as OPEN PRB or CAL ERR, followed by the name of the probe or
channel.

Display Channel Display Channel Display Channel

EGT I
EGT 2
EGT 3
EGT 4
EGT 5
EGT 6

EGT #1
EGT #2
EGT #3
EGT #4
EGT #5
EGT #6

CHT 2
CHT 3
CHT 4
CHT 5
CHT 6

CHT I

CHT #1
CHT #2
CHT #3
CHT #4
CHT #5
CHT #6

OIL
TIT I
TIT2

CDT CRB

IND

OAT

Oil
TIT #1
TIT #2
CDT carb
IAT
OAT

During flight, probes are constantly checked for inconsistent or
intermittent signals. A faulty channel or probe encountered during start­up or during flight will be deleted from the sequence, producing a
missing column or blank digital data.

Modes

The EDM has three different operating modes: Automatic, Manual and
LeanFind. When you first turn on the power the EDM starts in the

Manual mode, but will enter the Automatic mode after a few minutes.
The Automatic mode provides you with engine monitoring information
for the majority of flight conditions. To adjust the mixture, use the
LeanFind mode. And to display specific parameters, use the Manual
mode. In both the Automatic and Manual modes the analog display
shows a bar graph of EGT and CHT for each cylinder and the TIT and
Oil temperature.

Automatic Mode

Just tap the LF button, then tap the STEP button. No user
intervention is required to use this mode. In the Automatic mode the
EDM displays the parameter sequence at a user-selected rate (see
“Personalizing” on page 33).

Individual parameters can be excluded from the Automatic mode
(exclusion does not apply to the EDM-711): tap STEP to enter the
Manual mode. Tap STEP to index to the parameter you want to exclude.

For Your Safe Flight Page 11

Then tap both the STEP and LF buttons simultaneously. Excluded
parameters display a decimal point before the parameter name. For
example:

Included: I84 OIL Excluded: I84 .OIL

Tapping the STEP and LF buttons simultaneously will toggle back and

forth between include and exclude.
 Every time you turn on the EDM, all parameters are reset to be

included.

 All installed parameters are always displayed in the Manual mode.

Exclusion only applies to the Automatic mode.

 All parameters are checked for alarm conditions every second

regardless of their included or excluded status.

Manual Mode

Just tap the STEP button. Use the Manual mode when you want to
monitor one specific parameter such as shock cooling during descent, or
a particular cylinder temperature during climbs. To change to the
Manual mode, tap the STEP button once. Subsequent taps will index the
digital display through the parameter sequence (see “Parameter Scan—
EDM-700 without Fuel Flow Option” on page 9). To exit the Manual
mode and return to the Automatic mode, either tap the LF button and
then tap the STEP button—see “How to Change Modes” in the front of
this manual. You may disable the Automatic mode by setting “0” for
scan rate (disabling Automatic mode does not apply to EDM-711).

LeanFind Mode—Leaning Rich of Peak

JPI’s EDM-700 and EDM-800 provide two methods of leaning: lean
rich of peak (LEAN R) or lean of peak (LEAN L). The standard method is

to lean about 20° rich of peak. With the advent of GAMI injectors it is
now possible to set the mixture lean of peak—saving fuel and running
the engine cooler. Teledyne Continental recommends lean of peak for
the Malibu. This manual primarily describes the rich of peak method,
and provides the procedure for the lean of peak method. The default
method is set to rich of peak.

Simply pre-lean, tap the LF button and begin leaning. Upon reaching
cruise configuration, you will use the LeanFind mode to identify the first
cylinder to reach peak EGT.

Page 12 Engine Data Management

LeanFind Procedure—Step-by-Step

Procedure Example Comments

Establish cruise at approx.

1

65 to 75% power.
Pre-lean the mixture to 50°F

2

estimated rich of peak EGT
on any cylinder: _____°
Wait one minute Let engine stabilize.

3

Tap the LF button

4

Lean the mixture—approx.

5

10°/second without
pausing—while observing the
display. When there is a 15°F
rise in EGT, LeanFind mode
becomes active.
Stop leaning when

6

a column begins flashing.
You will see LEANEST for two
seconds, followed by:

I490 370

LEAN R

I520 LF

Without FF

I520 I3.8

With FF

I545 SET

or with
Fuel Flow

I545 I 2.4

If you hold LF, peak EGT will

7

be displayed while the LF
button is held down.
Slowly enrich the mixture. the

8

temperature will increase,
returning to peak.
Stop enriching at the desired
EGT.

Best economy

Best power

If you have chosen the Lean

9

of Peak method, at step 5
continue leaning until the last
cylinder has peaked.

I560 PK

I560 SET

I560 SET
I460 SET

-I5 SET
OR

-I5 I2.3

*For your first flight with the
EDM, use the method shown
below.

Start LeanFind. (Optionally to
change to “lean of peak”
method, hold both STEP and
LF simultaneously.)
Flashing cylinder DOT
indicates hottest cylinder and
that LeanFind mode is active.

Flashing cylinder dot &
column indicates leanest
cylinder. (SET means Set the
mixture.) Due to thermal
inertia this will usually be
about -15°F lean of peak.
Captured peak EGT value is
displayed.

 Peak EGT for best

economy

 100° rich of peak for best

power

Best

power

richer

Only for GAMI injected
engines. When each cylinder
reaches peak, the cylinder
number will begin flashing.

Temperature when

column flashes

leaner

best economy

*Determining the pre-lean value: while in cruise at under 65 percent
power, choose any cylinder and lean that cylinder to peak EGT in the
Manual mode or to engine roughness, whichever occurs first. Note the
peak, subtract 50° and write the resulting number in the space provided
in step 2.

LeanFind Procedure—General Explanation

For Your Safe Flight Page 13

Lycoming and Continental engines have established specific
restrictions on leaning that must be followed, such as
percentage of power, climb leaning, and TIT limits. Lycoming
recommends operation at peak EGT for power settings of
75% or lower, while Continental recommends operation at
peak EGT for power settings of 65% or lower. This guide is
not meant to supersede any specific recommendations of the
engine manufacturer or airframe manufacturer.

It is your responsibility to know your aircraft’s limitations.

Pre-lean the mixture to about 50° below peak. After pre-leaning, wait for
one minute for the temperatures to stabilize. Next, begin the leaning
process by tapping the LF button. This tells the EDM to begin looking
for a 15° rise in EGT for any cylinder. Begin leaning the mixture without
pausing. When a 15° rise occurs, eliminating false peaks, the LeanFind
mode becomes activated shown when the cylinder dot above the column
of the hottest cylinder begins flashing. The LeanFind mode is not

active until a cylinder dot is blinking.

With the Fuel Flow Option, instead of seeing the word LF in the
display, you will see numerical fuel flow rate during the leaning
process on the right side of the digital display, for example I2.4.
This allows you to observe the EGT rise and at the same time
watch the fuel flow rate decrease.

To show the progress of the leaning process, the EDM selects the hottest
cylinder for reference in the digital display. In the example below, the
I360 is the current temperature of the hottest cylinder.

When LF is activated:

number of
hottest cylinder
flashes when
EGT rises 15°

dot
indicates
hottest
cylinder

temperature
and "LF"
displayed

TSO

CHT

500

400

300

Page 14 Engine Data Management

N P

1 2 3 4 5 6 T

° F

_

I360 LF

STEP EDM-700 LF

J

P

I

_

EGT

%
Limit

_

Continue leaning slowly without pausing. With a vernier mixture

Leaning Rich of Peak

control, turn the knob about a quarter turn every second. With a non­vernier or quadrant mixture control, lean slowly and smoothly about
1/16 inch every five seconds. Eventually, one cylinder will reach peak
before any of the other cylinders. The EDM will determine this
automatically. Notice that this cylinder does not necessarily have the

hottest EGT.

The EDM will indicate success in finding a peak by displaying the
words LEANEST for two seconds, followed by flashing the column and
displaying the value of the EGT of the cylinder that peaked first. The
word SET will also be displayed. (With the Fuel Flow Option the current
fuel flow rate will be displayed on the right side of the digital display
instead of the word SET.) The flashing cylinder will be locked—or set—
into the digital display during the remainder of the LeanFind procedure
to allow you to set the final mixture. The peak EGT value is remembered
by the EDM and will be displayed as long as you hold the LF button.

You may now enrichen the mixture to operate at peak or continue
enriching to 100° rich of peak, or a value of your choice, consistent with
the procedures defined in your aircraft engine manual.

If you lean too much, the EGT will drop and the engine will be operating
lean of peak.

LEANEST

displayedfor
twoseconds
whenpeak is
found

LEANEST

N P

1 2 3 4 5 6 T

TSO

CHT

450
350
250

I340 SET

STEP EDM-700 LF

_

° F

J

P

I

Cylinder
number of the
LEANEST
cylinder flashes

Dotindicates

_

_

LEANEST

EGT

cylinder

%
Limit

Columnof the
LEANEST

_

cylinder flashes

EGT of the
LEANEST cylinder
displayed withthe
thewordSET

Lean of Peak Leaning with GAMI injectors

For Your Safe Flight Page 15

To use the “lean of peak” method, tap LF and then immediately hold
both STEP and LF until you see LEAN L. Once you begin leaning
(flashing dot) you cannot change leaning methods. You may toggle back
to LEAN R by holding both buttons again.

Leaning Lean of Peak

Cylinder number
flashes when the
cylinder peaks

First cylinder to
peak has
largest column

Temperature
below peak of
last cylinder to
peak

Hold LF to see
peak
temperature of
last cylinder to
peak (e.g. I340)

1 2 3 4 5 6 T

TSO

CHT

500
400
300

-5 7.3

STEP LF

EDM 800

73

J

P

HP

I

In the “lean of peak” method the columns will invert with the first to
peak progressing down from the top of the display. The inverted column
scale is 5° per segment below peak. As you continue to lean past peak
the dot of the each successive cylinder will flash as it peaks. The peaks
will be shown as an inverted bar graph; when the last cylinder peaks
its column will flash. The analog display is an inverted bar graph
showing where each cylinder peaked. When the LF button is held the
display will show the delta fuel flow between the first and last to peak
(GAMI Spread), as well as the richest peak EGT.

If you tap STEP, scanning will resume. Or instead, if you Tap LF you
will return to the inverted bar graph, which can be used for fine tuning.
To begin the LeanFind procedure anew, tap LF a second time.

Shortest
column is
the last
cylinder to

_

peak

EGT

%
Limit

Current fuel

_

_

flow rate

Hold LF to see
GAMI spread
(delta fuel flow)

Turbocharged Engines

The leaning process for turbocharged engines is by reference to the first
cylinder or TIT to reach peak. However, the TIT factory red line may
limit the leaning process. TIT red line is generally 1650°F, and up to
1750°F in some installations. In the LeanFind mode the T column—
TIT—is included in the procedure. If during leaning the TIT exceeds red
line by less than 100° for less than one minute, the LeanFind procedure
will continue to operate, allowing you to complete the leaning process.
Otherwise the digital display will show, for example, I650 TIT and TIT will

Page 16 Engine Data Management

flash. You will notice that in some cases the TIT reads 100°F hotter
than the hottest EGT. This is caused by unburned fuel in the exhaust

and igniting.
The reduced size of the

response and more accurate than the massive factory installed probe.
Therefore
factory installed probe. However, note that the engine was certified with

the factory-installed probe and gauge, and this gauge reading is the
limiting factor when adjusting your engine.

JPI

probes may read as much as 100°F higher than the

JPI

Hastaloy-X-tip probes produces faster

For Your Safe Flight Page 17

Operation for each Phase of Flight

Engine Run-Up

Suggested setup:

Runup RPM

Normalize view

Manual mode

Include your EDM on your run-up checklist.

Take-Off, Climb, and Full Throttle Operations

Suggested setup:

Percentage view

Automatic mode

Verify:

 uniform rise of about 50°F in all EGTs in single

magneto operation

 uniform rise of EGTs with application of the

mixture control.

Be alert for:

 unusually low voltage (less than nominal battery

voltage)

 cold OIL
 abnormally high CHT
 a higher EGT on one cylinder in dual magneto

operation—indicates fouled spark plug.

Verify:

 EGTs and CHTs consistent with past climbs.

EGTs should be the 1100 to 1250°F range (100°
to 300°F cooler than cruise) due to fuel cooling.

Be alert for:

 high EGT in one cylinder, 300°F above the

others may indicate plugged injector or leaking
manifold gasket.

 If all EGT bars go off scale to the top of the

column, be sure you are not in Normalize view.

At high density altitude an overly rich mixture can significantly reduce
engine power.

Page 18 Engine Data Management

Cruise

After the engine is warmed up, use LeanFind to lean the mixture.

Suggested setup:

Percentage view

Automatic mode

Descent

Suggested setup:

Percentage view

Manual mode

Shock Cooling

Cooling the cylinders too fast can result in cracking and eventual failure.
Lycoming Service Instruction 1094D (March 25, 1994) on Fuel Mixture

Leaning Procedures states:

Be alert for:

 uneven EGTs or CHTs (carbureted engines).

Make fine adjustments to throttle, then RPM,
then mixture to level the display columns.

 abnormal patterns of EGTs and CHT. (see

“Diagnosing Engine Problems” on page 21).

Be alert for:

 CLD: shock cooling alarm is set to –60°F.

Average cool rates of –40°F/minute to
–60°F/minute are normal, depending on the
engine size.

“At all times, caution must be taken not to shock cool the
cylinders. The maximum recommended temperature change
should not exceed 50°F per minute.”

JPI checks shock cooling on all cylinders displaying the highest
reading cylinder.

For Your Safe Flight Page 19

Common Misapplications

Some of the more common misapplications made by first-time EDM
users are presented here in an attempt to help you avoid similar
problems.

Problem Situation Correction

LeanFind finds a
“peak” too soon.

Peak not found

Off-scale EGT
bars, too high or
low

First cylinder to
peak is not the
hottest

EGTs rise during
single magneto
check

Failure to pre-lean
before performing
LeanFind or stopping
while leaning.

Follow the pre-lean
procedure in the
section “LeanFind

Mode” on page 12.
Leaning too slowly. Lean more quickly.
Lean Find not activated

or stopping while
leaning

You forgot that you set
the EDM in the
Normalize view and
later observe off-scale
EGT bar readings.

Lean at the speed of

approximately 10°F

per second.

The higher sensitivity

(10° per segment) of

the Normalize view

can quickly go too high

or low off-scale with

only small changes in

EGT.
This is normal. The

first to cylinder peak is
not necessarily the
hottest.

This is normal, due to
incomplete combustion
persisting longer.

EGTs not uniform
during low power
operation

This is normal. Fuel
and air distribution is
not optimal at low
power settings.

No display of
%HP

Fuel flow not reading Fuel Flow option is

required for HP

Page 20 Engine Data Management

Section 4 - Diagnosing Engine Problems

Typical Normal Parameters

The follow chart lists typical normal parameter values that you will
observe for most general aircraft engines.

Parameter Normal range Comments

EGTs in Cruise 1350°F

1550°F

EGT span (DIF) 70 to 90°F

120 to 150°F

TIT 1600°F average

CHTs 350°F (OAT 60°F)

410°F

CHT span 50 to 70°F 100° with gasket probes

OIL 200°F

Shock cooling* -40°/minute

-55°/minute

-200°/minute

 under 200 HP
 high performance
 EGT should drop 200°F

when full throttle is
applied

 fuel injected
 carbureted

 100° higher than EGT

 normally aspirated
 Turbocharged

 oil cooler thermostat

opens at 180°F

 tightly cowled
 Bonanza
 helicopter

* Maintain a cooling rate of less than -60°/minute. You will find that the
cylinder with the greatest shock cooling will shift from front cylinders
(during climb out) to the rear cylinders (during descent ).

If one CHT is reading 20° to 50° above or below the others, this may be
due to that cylinder having a spark plug gasket probe instead of a
bayonet probe. This is necessary because the aircraft’s factory original
CHT probe is occupying the socket in the cylinder head rather than the
EDM. This is normal. If the discrepancy is greater, be sure the spark
plug gasket probe is mounted on the top spark plug. An adapter probe is
available to occupy the same socket as the factory original probe.
Contact your dealer.

For Your Safe Flight Page 21

Engine Diagnosis Chart

The following chart will help you diagnose engine problems in your
aircraft. (Views are Percentage views). Notice that there will be always
one CHT that is shown hotter than the others.

Display Symptom Probable Cause Recommended

Action

CHT

500
400
300

75° to 100°
EGT rise for
one cylinder
during flight

Spark plug not
firing due to fouling,
faulty plug, wire or
distributor.

Enrich mixture to
return EGT to
normal. Have plugs
checked.

CHT

500
400
300

CHT

500
400
300

CHT

500
400
300

CHT

500
400
300

CHT

500
400
300

EGT Increase
or decrease
after ignition
system
maintenance

Loss of EGT
for one
cylinder.
Engine rough

Loss of EGT
for one
cylinder; no

digital EGT

Decrease in
EGT for one
cylinder

Decrease in
EGT for one
cylinder at low
RPM

Improper timing:
high EGT 
retarded ignition;
low EGT 

Check EGT for
each magneto to
determine any
uneven timing.

advanced ignition.

Stuck valve. Other
cylinders are okay.

Failed probe
or
failed wire harness.

Have valve train
checked.

Swap probes to
determine if probe
or wire harness is
bad.

Intake valve not
opening fully; faulty
valve lifter.

Have valve lifter or
rocker arm
checked.

Low compression. Check

compression.

Page 22 Engine Data Management

Display Symptom Probable Cause Recommended

Action

CHT

500
400
300

EGT and CHT
not uniform

Dirty fuel injectors
or fouled plugs.

Check injectors and
plugs. Non­uniformity is normal
for carbureted
engines

CHT

500
400
300

CHT

500
400
300

CHT

500
400
300

CHT

500
400
300

CHT

500
400
300

Decrease in
EGT for all
cylinders

Slow rise in
EGT. Low
CHT

High CHT on
cylinders on
one side of
engine

Rapid rise in
CHT of one
cylinder

Sudden off
scale rise for
any or all
cylinders

Decrease in airflow
into the induction
system. Carb or

Check for change
in manifold
pressure.

induction ice.
Engine units set to

Celsius

Check that the
alarm limits are set
to Celsius degrees

Burned exhaust
valve. CHT is low

Have compression

checked.
due to low power
output.

Obstruction under
cowling.

Check for improper

installed baffling,

cowl flap

misalignment or

bird nests.

Detonation. Reduce power.

Pre-ignition

Full rich and reduce

power.
or Normalize view.

Change to

Percentage view.
or failed probe

Check probe

For Your Safe Flight Page 23

Display Symptom Probable Cause Recommended

Action

(no picture)

(no picture)

CHT

500
400
300

Loss of peak
EGT

Decrease in
peak or flat
EGT response
to leaning
process

Below 10,000
ft. full throttle
causes EGTs
to rise

Poor ignition or
vapor in fuel
injection system.

Detonation. Usually
the result of 80
Octane fuel in 100
Octane engine.

Weak or defective
mechanical fuel
pump.

Have magneto

tested.

Enrich mixture,

reduce power and

relean mixture.

Repeat to find

power setting

where normal peak

is obtained or run

rich.

Apply booster

pump. If EGTs

drop, replace fuel

pump.

CHT

500
400
300

CHT more
than 500°,
EGT normal.
Adjacent EGT
may be low

Large DIF at
low RPM

Leaking exhaust
gasket blowing on
CHT probe.

Blow by in cylinder
rings

Look for white

powder around

cylinder to

determine leak

area.

Check compression

Alarms

The EDM has programmable alarms. When a parameter falls outside of
its normal limits, the digital display will flash with the value and
abbreviation of the alarming item. If the condition triggering the alarm
returns to within normal limits, the display will stop flashing the alarm.
If your installation includes a separate panel mounted alarm warning
enunciator light or audible warning, it too will be activated.

There are no alarms for the individual EGTs because the temperature
values can assume different ranges depending on the flight
configuration—run up, climb, cruise. However there is an alarm on the
DIF parameter, the difference between the hottest and coolest EGTs.
DIF—or span—is the important parameter for monitoring the EGTs. See
“Factory Set Default Limits” on page 42 for a list of the alarms and their
factory default settings.

Page 24 Engine Data Management

When an alarm is displayed, tapping the STEP button will temporarily
disable the alarm digital indication for the next ten minutes.

When an alarm is displayed, holding the STEP button until the word OFF
appears will disable that alarm digital indication for the remainder of the
flight. See “Alarm Limits” on page 41.

EDM-711 primary alarm display lamps cannot be disabled.

Alarm Priority

If multiple alarms occur simultaneously, the higher priority alarm will
temporarily “mask” the lower priority alarm(s). When an alarm occurs,
note the cause of the alarm and tap the STEP button to clear the alarm
indication so that you will be notified of any other alarm that might have
occurred. The alarm priorities are as follows:

Highest priority

Lowest priority

LO FUEL

LO TIME

High CHT

CHT

High OIL temperature

OIL

High TIT

TIT

Low OIL temperature

OIL

Excessive CHT cooling rate

CLD

Excessive EGT span

DIF

High battery voltage

BAT

Low battery voltage

BAT

Overboost Manifold pressure

MAP

Low fuel quantity remaining
Low fuel endurance remaining

Pre-Ignition and Detonation

Combustion that is too rapid leads to detonation and possibly pre­ignition. Detonation is abnormally rapid combustion where the fuel-air
mixture explodes instead of burning uniformly. It causes the EGT to
decrease and the CHT to increase, and can appear during the leaning
process. It occurs under high compression from fuel with too low an
octane rating, or from avgas contaminated by jet fuel. Fuel additives,
such as lead, boost the octane rating and slow down the combustion
process, producing an even pressure to the piston.

Pre-ignition is caused by hot spots in the cylinder. Ignition occurs prior
to the spark plug firing. The EDM depicts pre-ignition as a sudden red
line of the EGT on the analog display. This may occur in one or more
cylinders. The affected cylinder column(s) will flash while the digital
display will show an EGT higher than 2000°F. At this temperature

For Your Safe Flight Page 25

pre-ignition will destroy your engine in less than a minute unless you
take immediate corrective action.

Section 5 - Fuel Flow Option Operation
Fuel Flow Display Select Switch

The select switch is a three-position toggle switch mounted on your
instrument panel near the display of the EDM. It affects only the display
scan.

 In the EGT (Temperature) position only the installed

temperature (and battery voltage) parameters are displayed.

 In the ALL (All) position, the EDM both installed

temperature and fuel flow parameters are displayed.

 In the FF (Fuel Flow) position only fuel flow parameters are

displayed.

Any alarm warning will appear regardless of the select switch setting.
These parameters are displayed in the digital display in either the
Automatic or Manual modes or during the pilot programming procedure.
The select switch does not effect the analog display. EDM-711: the
toggle switch is disabled during Automatic scan mode.

Start Up Fuel

After initial self-test, you will be asked to inform the EDM of start up
fuel. The EDM will display FUEL for one second, and then flash FILL? N
until any button is pressed. If your aircraft has tank fill tabs and no
auxiliary tanks, you can use the auxiliary tank feature to select either
filling to the tank tabs or topping the tank. See “Main Tank Capacity”
beginning on page 44 to program the EDM for this feature. The EDM
does not differentiate fuel flow between the main and auxiliary tanks; it
considers only total fuel in the aircraft. During flight you may also

inform the EDM of startup fuel using the pilot program mode
display if you forgot to do so at start up.

auxiliary tank

main tank

Auxiliary capacity

Main capacity

tab

main tank with tab

Page 26 Engine Data Management

Refer to the flow chart. Then tap the STEP button to complete the entry

Program

Power up

and advance to the Manual mode.

Adding Fuel and Auxiliary Tanks

FUEL ?N

Pgm Refuel

STEP LF

If you either

a) added less than full fuel to only

the main tanks, or

b) topped the main tanks but have

FILL ?N

Exit Fill

STEP LF

then select FILL + and the next display

some fuel remaining in the
auxiliary tanks,

will ask you how much you added: .0 GAL

FILL ?75 *

Yes Change

STEP LF

FILL ?120 *

Yes Add

STEP LF

Fill ?+

OK Start

STEP LF

(or selected units). Hold the LF button to
count up, tap the LF button to count
down. The count up will stop at full
tanks, since you cannot add more fuel
than would top the tanks.

If you added fuel to only the main tanks,
then input how much you added.

If you topped the main tanks, but have
some fuel remaining in the auxiliary

.0 GAL

Done +/-

STEP LF

tanks, input how much is now in the
auxiliary tanks.

You can “add” a negative amount of fuel
if you remove fuel from the aircraft or

wish to correct the total quantity of fuel on board.

Accumulate Total—Trip Total

You may either display total fuel used since the last time you informed
the EDM that the aircraft was refueled, or for an extended trip with
multiple fuel stops. This selection affects only the USD parameter. How
to select whether to accumulate or reset is described in “Pilot
Programming” beginning on page 33.

Resetting “USED”

Every time you inform the EDM that the aircraft is refueled, the amount
of fuel used is set to zero, unless the instrument is programmed to
accumulate. The display of fuel used pertains only to the fuel used since
the last time you informed the EDM that the aircraft was refueled.

For Your Safe Flight Page 27

To reset to zero the amount of fuel used at any point in time, manually
step to display USD and hold both buttons for five seconds until the
display shows .0 USD.

Fuel Management

Without a means of measuring fuel flow, you must rely on the aircraft
fuel gauges or total time of flight. Aircraft fuel gauges are notoriously
inaccurate (they are only required by the FAA to read accurately when
displaying empty). And measuring time of flight is only an
approximation, and assumes a constant fuel flow rate for each phase of
flight.

The EDM Fuel Flow Option uses a small, turbine transducer that
measures the fuel flowing into the engine. Higher fuel flow causes the
transducer turbine to rotate faster which generates a faster pulse rate.
Because the transducer turbine generates thousands of pulses per gallon
of fuel, it can measure with high resolution the amount of fuel that flows
into the engine. Prior to engine start you inform the EDM Fuel Flow
Option of the known quantity of fuel aboard, and it will keep track of all
fuel delivered to the engine.

Parameter Scan—Systems with Fuel Flow Option

Listed below is the sequence, parameter description and example of the
digital display. The first column indicates what position the select switch
must be in to display that particular parameter. T is EGT, F is FF and A
is ALL.

Page 28 Engine Data Management

Select

Switch

T, A
T, A

T, A

T, A

T, A

T, A

T,A,F

F, A

F, A

F, A

F, A

F, A

F, A
F, A
T, A

T, A

T, A
T, A

Parameter

Description Example Comments

Voltage, System Bus
Outside Air

Temperature
Induction Air
Temperature

Compressor
Discharge

Temperature

Carburetor

Temperature
Difference between
hottest and coldest
EGT

RPM MAP for 1 sec
Fuel Remaining

Fuel required to
next GPS WPT or
Destination
Fuel Reserve at next
GPS WPT or
Destination
Nautical Miles per
Gal
Time to Empty

Fuel Flow Rate
Total Fuel Used
EGT, CHT

TIT, Turbine Inlet

Temperature

Oil Temperature
Shock Cooling

I4.2 BAT
8I OAT

I25 IAT

300 CDT

-22 CRB

80 DIF

2450 23. I

37.2 REM

25.9 REQ

I I.3 RES

I3.0 MPG

02.45 H.M.

I3.5 GPH
38 USD
I340 376

I370 I3.5

I 7 8 OIL

-30 CLD

Battery voltage
°F or °C

Out of intercooler
Into intercooler

Not available when CDT is
installed

Dot indicates most widely
deviating cylinder

RPM and Manifold pressure
In gallons, liters or pounds or

kilograms
Present with GPS interface
Valid signal and way point

Present with GPS interface
Valid signal and way point

Present with GPS interface and
valid signal or MPK, MPL, MPP

Hours. Minutes Remaining at
current fuel burn

Or KP H, LPH , PPH
Since last refueling or trip total.
EGT, left, CHT, right. Dot

indicates cylinder
Turbine #1, left and fuel flow

right

Dot indicates fastest cooling
cylinder

For Your Safe Flight Page 29

For fuel calculations to be accurate, it is imperative that you inform
the EDM of the correct amount of fuel aboard the aircraft. Do not
rely on fuel flow instruments to determine fuel levels in tanks. Refer
to original fuel flow instrumentation for primary information

Section 6 - Long Term Data Memory

The EDM Long Term Data Memory will record and store all displayed
parameters once every six seconds (or at the programmed interval of
between 2 to 500 seconds). At a later time it will transfer them directly
to a laptop PC.

When you retrieve recorded data to your laptop PC you can choose to
retrieve all the data in stored in the EDM, or only the new data recorded
since your last retrieval. In either case, no data in the EDM is erased.
The data will be saved in the PC in a file in a compressed format. The
PC program supplied with the Long Term Data Memory will
decompress the data for display.

The amount of total data that the EDM can store will vary depending on
how rapidly the measured temperatures change. The typical storage is up
to 20 hours at a 6 second interval (1600 hours at 8 minute interval), but
may vary depending on which options are installed. When the memory
becomes full, the oldest data will be discarded to make room for the
newest. In the LeanFind mode you may place a mark at the next data
record by tapping both the STEP and LF buttons simultaneously. You
will see the word SNAP within the next six seconds, indicating a data
record has been marked. Tap the STEP button to return to the
Automatic mode. Recording begins when EGTs are greater than 500°F
or “snap” is requested.

All data are time-stamped. The EDM Long Term Data Memory contains
a real-time clock that may be reset to local time when you initially
program your instrument. You may also program an aircraft id that will
appear in the output data file. The aircraft id can be your aircraft
registration number or your name. Initially the aircraft ID is set to the
EDM's serial number.

You may change the record interval from 2 to 500 seconds, even in
flight. When you change the interval in flight, the current flight file is
closed, and a new flight file is created with the new record interval.

Page 30 Engine Data Management

At power on, the EDM will execute its self test and then display the date
(e.g., I I .I2.0 I), the time (I3.26), the percentage of memory filled since the
last save (FULL 24), and the Aircraft ID.

Downloading from Long Term Memory

To download data from the long term memory to your laptop PC, do the
following steps.

1. Connect the data cable between the PC serial port and the EDM
data port connector mounted on your instrument panel.

2. Run the EzPlot program on the PC.

3. On the EDM hold both STEP and LF for five seconds.

4. Tap STEP a number of times until you see DUMP? N.

5. Tap LF to select NEW data or ALL data.

6. Click on the Start button on the PC.

7. Wait 2 seconds and tap STEP on the EDM.

At the completion of the download, you can plot the data. Refer to the
EzPlot program and documentation.

Downloading Data from the EDM to a Flash Drive

Using the Accessory USB Memory Box

For Your Safe Flight Page 31

To download EDM data into a USB flash drive using the accessory USB
memory box, follow these instructions.

1. Insert the serial cable plug into the front panel of the EDM. Insert
the other end of the serial data cable into the 9-pin jack on the
memory box. (The serial cable is supplied with the EDM, not the
memory box.)

2. Turn on the power switch on the memory box; the red light on the
memory box will light up.

3. Insert the USB flash drive into the USB port on the memory box.

The green light on the memory box will light up. If so equipped, the
active light on the USB flash drive will light up.

4. You should see DUMPNEW on the EDM display. If you want to

dump only new data since the last download, tap the STEP button.
If you want all the data in the EDM, first tap the LF button and see

DUMPALL. Then tap STEP.

5. During the download, the EDM will display DATA DOWNLOAD

MODE and the percent complete indicator will progress from 0% to

100%. The green light on the memory box should blink and the
active light on the USB flash drive will blink.

6. When the download is complete the EDM display will show DONE.

Wait 10 seconds.

7. Remove the USB flash drive from the memory box, turn off the

memory box, and disconnect the cable from the EDM.

This completes the download. See “Downloading from USB Flash Drive
to a PC,” below.

Using the Optional USB Port

To download EDM data into a USB flash drive using the optional USB
port, follow these instructions.

1. With the EDM powered up, plug the USB flash drive into the USB

connector on the aircraft instrument panel. The EDM display will
show NEW.

2. If you want to dump only new data since the last download, tap the

STEP button. If you want all the data in the EDM, first tap the LF
button and see ALL. Then tap STEP.

3. You will see a count down as the data is copied to the USB flash

drive. When the download is complete the display on the EDM will
show DONE.

Page 32 Engine Data Management

4. Remove the USB flash drive from the USB connector.

This completes the download. Continue to the next step.

Downloading from USB Flash Drive to a PC

To download your data from the USB flash drive to your PC,
follow these easy steps.

1. On your PC, start the EzTrends program.

2. Plug in the USB flash drive into an available USB port.

3. In EzTrends, select the Move and Plot Data from Memory Stick

option.

4. In the displayed list, find the USB flash drive and double click it.

5. Select the file you wish to plot and then select the flight in that file.

Refer to the EzTrends manual for details on how to use EzTrends.

Section 7 - Personalizing
Pilot Programming

To start the Pilot Programming Procedure, simultaneously hold the
STEP and LF buttons for five seconds. You will see the word PR OGRAM
for two seconds and then the sequence shown in the chart below. Tap the
STEP button to advance to the next item in the list. Tap the LF button to
select alternate values of that item. The shaded areas in the chart below
pertain only to the Fuel Flow Option.

Tap STEP
to advance

to the next

Select

switch

item

T, F,

PROGRAM

A

T, F,

FUEL ? N N Y

A

T, A

RATE 4 0 … 9

T, A

OAT F OAT F 

Tap LF to

sequence

through

these

values

OAT C

Comments

Stays on for two seconds. Hold both buttons
for 5 seconds set up the factory original TIT
(see page 36).
Y—Yes—to change fuel status (see page

26).
Index rate (pause time) in the Automatic

Mode. 0 disables the Automatic Mode
(except EDM-711).

To calibrate the OAT 10°, hold both the
STEP and LF buttons simultaneously for
five seconds, which will proceed to the next
step. Otherwise the next step will be
skipped.

For Your Safe Flight Page 33

T, A

OAT0 OAT-I0 …

T, A

EGT I?N EGT I?N

OATI0

 EGT
I?Y

This step will be normally be skipped.
Adjust the indicated temperature up or down

by up to 10°. For example, OAT3 adjust the
OAT 3° higher.

Y—Yes—sets the digital display to one­degree resolution; N—No—sets 10°. (10°
resolution is easier to interpret the EGTs.)

HP - ? Y N Y

T, A

T, A

F, A

KF-SET 29.00=KF

F, A

ACCUM?N ACCUM?N

F, A

GPS - C = 2 0 … 6

T, F,

DUMP? N N  NEW 

A

T, F,

END Y END Y 

A

70

HPC= I25

MAP +0

29.00=KF



ACCUM?Y

ALL 

END N

Y—Yes—displays %HP in the upper digital
window. N—No—displays RPM in the upper
digital window. Hold STEP and LF for 5
seconds to adjust the horsepower constant.

HP

%HP display will change when HP constant
is adjusted. See Programming the EDM-800
Horsepower Constant beginning page 35.
Hold STEP and LF for 5 seconds to set the
MAP calibration. Tap STEP to exit.

Correct the MAP to the altimeter setting at a sea
level airport ±3.0 in Hg. Hold Step/OK and
Change for 5 seconds until you see ADJUST to
set the MAP calibration. Tap Step/OK to
continue to the next step.

KF-set, hold both STEP and LF buttons
simultaneously for five seconds to begin the
next sequence.

29.00 One digit will be flash and the LF

button will adjust up or down. STEP to next
digit.

Hold both buttons to exit set mode.
N—No—Upon informing the EDM that you

refueled the aircraft, reset total fuel used to

0.
Y—Yes—accumulate total fuel used rather
than reset to 0 at each refueling.

GPS Com Format.
Memory dump. Select to transfer ALL or

only NEW data. The END Y step is skipped
after a successful a Long Term Memory
DUMP.
Y—Yes to exit; N—No to review list again.

Page 34 Engine Data Management

Section 8 - Programming the EDM-800 Horsepower Constant

You must adjust the HP Constant once for your aircraft. The default
display will be RPM if Fuel Flow is not operational or you can adjust the
display to show RPM instead of HP. Before takeoff, put the EDM in the
HP Constant mode. Enter the pilot program mode by simultaneously
holding the STEP and LF buttons until the display changes, about 5
seconds.

1. Tap STEP about 4 times until you see HP-? Y . If you see HP -? N,
change the N to a Y by tapping the LF button, then hold both the
STEP and LF buttons display until you see HP C= I20. Change the
number 120 by tapping or holding the LF button. Note that the %HP
number in the display will change as you change the constant.

2. Referring to the Aircraft Flight Manual (AFM) set the engine to a
constant power setting of 70% , Rich of peak and maintain straight
and level flight at any altitude below 10,000 feet. View the reading
in the %HP display and see how close it is to your current engine
percent HP. If the value in the display not at your current engine
percent HP setting, then change the HP reading by adjusting the HP
constant in the lower display by holding or tapping the LF button.

Note: the reading is the percent of maximum HP, not total HP.

3. Keep adjusting the HP constant until the upper window displays the
same power level as the current engine percent HP.

4. Tap the STEP button to exit.

Section 9 - Programming Manifold Pressure (MAP)

Do this one time and only if the MAP on your manifold pressure
gauge doesn't match the MAP shown on the EDM-800.

1. Do this on the ground with the engine turned off.

2. Enter the pilot program mode by simultaneously holding the STEP
and LF buttons for five seconds.

3. Tap STEP to index to HP -? Y .

4. Hold both the STEP and LF buttons and you will see H PC=I2 5.

5. Hold both the STEP and LF buttons and you will see M AP=0

6. Use one of the following two methods to calibrate the MAP.

For Your Safe Flight Page 35

You may need to correct the MAP based on the altimeter setting at a
sea level airport.

A. Enter the pilot program mode by simultaneously holding the Step

and LF buttons for five seconds.

B. Tap Step/OK repeatedly until you see—for example—

HPConstant=125. Then hold both the Step/OK and Change buttons

display until you see Adjust, followed by HP Constant=125.

C. Again, Hold both the Step/OK and Change buttons display until

you see ADJUST, followed by MAP=0. The adjustment range for
the MAP is ±3.0 in Hg.

D. Adjust the MAP based on the altimeter setting at a sea level

airport using the Change button.

E. Tap the Step/OK button to proceed to the next step.

OR

F. Absolute calibration: the table below shows the MAP for a given

field elevation (down the left side of the table) and altimeter
setting (along top row of the table). Find the entry in the table
most closely matching your field elevation and current altimeter
setting. Interpolate if necessary. Use the LF button to index up
or down when adjusting the MAP

Alt setting->
field elev.

29.0 29.2 29.4 29.6 29.8 29.9 30.0 30.2 30.4 30.6 30.8 31.0

29.0 29.2 29.4 29.6 29.8 29.9 30.0 30.2 30.4 30.6 30.8 31.0

0

28.0 28.2 28.4 28.5 28.7 28.8 28.9 29.1 29.3 29.5 29.7 29.9

1000

27.0 27.1 27.3 27.5 27.7 27.8 27.9 28.1 28.3 28.5 28.6 28.8

2000

26.0 26.2 26.3 26.5 26.7 26.8 26.9 27.1 27.2 27.4 27.6 27.8

3000

25.0 25.2 25.4 25.6 25.7 25.8 25.9 26.1 26.3 26.4 26.6 26.8

4000

24.1 24.3 24.5 24.6 24.8 24.9 25.0 25.1 25.3 25.5 25.6 25.8

5000

23.2 23.4 23.6 23.7 23.9 24.0 24.0 24.2 24.4 24.5 24.7 24.8

6000

22.4 22.5 22.7 22.8 23.0 23.1 23.1 23.3 23.5 23.6 23.8 23.9

7000

Do not set MAP to the local altimeter (Kollsman window)
setting since that setting is the pressure at sea level, and is
not the same as your field elevation pressure.

Tap or hold the LF button to change the MAP value.

7. Tap the STEP button to exit.

Section 10 - Programming use of Factory Original TIT Probe

If your aircraft is using the factory original TIT probe and gauge, you
should calibrate the EDM for that probe. The factory original TIT probe
must be a type K and the leads must be wired red-to-red and yellow-to-

Page 36 Engine Data Management

yellow. Both the EDM and factory original gauge may be used
concurrently. Due to the high input impedance of the EDM instrument, it
will not affect the accuracy of the factory installed probe or gauge.

In normal cruise flight, record the difference between the factory
installed TIT gauge and the EDM TIT reading.

TIT gauge ________ EDM ________.

If you haven’t already done so, start the pilot programming procedure,
by simultaneously holding the STEP and LF buttons for five seconds.
You will see the word PROGRAM for two seconds.

For Your Safe Flight Page 37

Tap STEP

to advance
to the next

item

PROGRAM
RATE 4 RATE 4

ORIG TIT ORIG T-N  ORIG T-Y

CAL TIT -975 … + 975

Tap the LF button to

sequence through

these values

Comments

Stays on for two seconds.
hold both STEP and LF buttons

simultaneously for five seconds to begin
the next sequence.
Y—Yes—selects factory original TIT
probe and proceeds to the next step.
Tap the LF button to lower the
correction; hold the LF button to raise
the correction.
For example, if the EDM reads 100 less
than the aircraft’s TIT gauge, set the
display to read TIT + I00.
Tap STEP button to exit the procedure.

Section 11 - Programming the Fuel Flow Option

Fuel Flow Parameters

Three additional parameters may be set by the pilot when the Fuel Flow
Option is installed:

 K Factor—the fuel flow transducer calibration constant.
 Accumulate—default is OFF: resets the fuel used to 0 every time

you inform the EDM that the aircraft was refueled. With accumulate
ON fuel used will not be reset to 0 when you inform the EDM that
the aircraft was refueled.

 GPS Communications fuel data format.

K Factor

The K factor is shown on the fuel flow transducer as a four-digit
number, which is the number of pulses generated per gallon of fuel flow.

Before installing the transducer, write down the K factor here
_________. To enter the number, move the decimal point three places to

the left. For example if the K factor on the fuel flow transducer is
29,123, enter 29.12 in the K factor parameter.

The K factor can be changed in the pilot programming procedure. When

the K factor is changed during a trip, calculations of fuel used, fuel
remaining and time to empty are not retroactively recalculated.

Page 38 Engine Data Management

Fine Tuning the K Factor

The K factor shown on the fuel flow transducer does not take into
account your aircraft’s particular installation. Fuel hose diameters and
lengths, elbows, fittings and routing can cause the true K factor to be
different from that shown on the fuel flow transducer.

You must use the following procedure to fine tune the K factor.

1. Make at least three flights of about two to three hours each. Note the
actual fuel used (as determined by topping the tanks) and the EDM
calculation of the fuel consumed for each flight = USD.

Fuel USED shown by EDM

Flight

(total tank - REM) Actual fuel used by topping tanks

1
2
3

Total

 

2. Total  the EDM fuel used and  the actual fuel used.

3. Record the current K factor here ____________________ and in

the table below.

4. Calculate the New K Factor as follows:

New K Factor = (EDM fuel used) x (Current K factor)

(actual fuel used)

New K Factor = ( ) x ( )

( )

Every time you fine tune the K factor, record the measurements here:



Date

EDM

fuel used



actual

fuel used



Current K

factor

New K factor

=x/



Pilot’s

initials

For Your Safe Flight Page 39

Fuel Flow Option Programming Procedure

Setting the K factor

This procedure is different than for setting other parameters. Place the
select switch in the FF position. If you haven’t already done so, start the
pilot programming procedure, simultaneously hold the STEP and LF
buttons for five seconds. You will see the word PROGRAM for two seconds.

1. Tap STEP button to advance to the KF-SET screen 29.00=KF

2. Hold both the STEP and LF buttons simultaneously for five seconds.

First digit flashes (shown here as a larger digit only for illustration
purposes): 29.00

3. Tap or hold the LF button to change flashing digit: I 9.00

4. Tap STEP button for next digit: I 9.00

5. Tap or hold the LF button to change flashing digit: I 8.00

6. Tap STEP button for next digit: I8.00

7. Repeat items 5 and 6 for the remaining two digits.

8. Hold STEP and LF buttons simultaneously for five seconds to exit.

Accumulate Total—Trip Total

Select “No” if you wish to display total fuel used since the last time you
informed the EDM that the aircraft was refueled. Select “Yes” to display
total fuel used for an extended trip with multiple fuel stops. This
selection affects only the USD parameter.

GPS-C Comm settings

The GPS-C setting selects the format of the fuel data output of the EDM.
See “

GPS-C Fuel Flow Format” on page 46.

Section 12 - Programming Long Term Data Memory

If you haven’t already done so, start the pilot programming procedure,
simultaneously hold the STEP and LF buttons for five seconds. You
will see the word PROGRAM for two seconds. To change the date, time and
user id for the Long Term Data Memory, tap the STEP button until the
display shows DUMP? N. Next, simultaneously hold the STEP and LF
buttons for five seconds. Then set the date and time as show below:

Page 40 Engine Data Management

STEP LF

TIME 2 500
MNTH I  I2
DAY I  3I
YEAR 80  79
HOUR OO  23
MIN OO  59
N-----

N I23456

END Y

Record time interval, in seconds
Month
Day
Year (note: represents 1980 through 2079)
24 hour time. We suggest you set Zulu time
This also zeros the seconds
Current Aircraft ID. To change Aircraft ID, hold both

STEP and LF buttons until the first character flashes.
LF selects the first character. STEP moves to the next
character. To Save, hold both STEP and LF for 5 sec.
Tap STEP button to exit the procedure.

Comments

Section 13 - EDM-711 Primary Alarm Display

The EDM-711—There are 3 primary
functions available to your EDM­700/800 CHT, OIL and TIT. When an
EDM-700-800 has primary functions it is

Engine Temperature Limit

CHT OIL TIT

R/Y

R/Y R/Y R/Y

called an EDM-711. A Remote alarm
lamp is supplied that will function even

460F 230F 1650F

when the primary display fails. Each lamp is a dual lamp Red/Yellow.
The lamp will light when the indicated temperature exceeds alarm limit.
The limits for these alarms and warnings are preset by the factory for
your type of aircraft and can only be changed at the factory. The yellow
warnings are set as follows: CHT 45°F below redline, OIL 25°F below
redline, and TIT 100°F below redline.

Tapping STEP will extinguish the flashing digital display but the
remote yellow/red warning indication cannot be extinguished.

In the procedure in the next section to change the alarm limits, you will
not be able to change the limits for CHT, OIL or TIT.

For Your Safe Flight Page 41

Section 14 - Alarm Limits

Factory Set Default Limits—Non-Primary

JPI

conservatively sets the default alarm limits below Lycoming and

Continental recommendations.

Parameter Default Low Limit Default High Limit Alarm Example

CHT 450°F* 230°C
OIL 90°F 32°C 230°F* 110°C
TIT 1650°F* 900°C
CLD -60°F/min. -33°C/min.
DIF 500°F 280°C
BAT, 24 V 24V 32V
BAT, 12 V 12V 16V
MAP 32 inches
LO FUEL 45 min
LO TIME 10 gal, kg, ltr, lbs

The alarm limits may differ from those shown here, depending on your type of aircraft.

465 CHT

280 OIL

I 720 TIT

-65 CLD
525 DIF

22 .4 BAT

I7.6 BAT

46.3 MAP

00.20 H.M

7.2 REM

If you change the display between Fahrenheit and Celsius, newer
instruments will automatically change the alarms to the factory limits.

When an alarm is displayed, tapping the STEP button will temporarily
delete that parameter from the sequence for the next ten minutes. When
an alarm is displayed, holding the STEP button until the word OFF
appears will delete that parameter from the sequence for the remainder
of the flight. On EDM-711 primary instruments the red alarm light
cannot be extinguished as long as the alarm condition is present.

Changing the Alarm Limits/Tank Capacity

You may prefer to set your own alarm limits or change your usable fuel
in the main tanks. Follow the procedure outlined below to change any of
the factory default settings.

To start the alarm limit procedure, after power up, wait until the EDM
completes its self test and is in the Automatic or Manual mode. If in
doubt, tap the STEP button a few times. Then follow the steps depicted
here:

Page 42 Engine Data Management

Hold both

buttons for 5

seconds until

the word

PROGRAM

Tap STEP

button until

the words

END Y

Hold both

buttons for 5

seconds until

the words

FAC LIM

The display will then sequence as shown in the chart below. Tap the
STEP button to advance to the next item in the list. Tap the LF button to
select alternate values of that item. Hold the LF button to increase a
numerical value; tap the LF button to decrease a numerical value. The
shaded areas in the chart below pertain only to the Fuel Flow Option.

Procedure for changing the larm limits or main tank capacity:

Tap STEP

to next item

LF sequences through

these value ranges

FAC? N FAC? N  FAC? Y
ENG F ENG F  ENG C

I6.0 H BAT I0.0 H BAT … 35.0 H BAT

I2.0 L BAT 8.5 LBAT … 30.0 L BAT
500 DIF 30 DIF … 990 DIF

450 H CHT 90 H CHT … 500 H CHT

-60 CLD -5 CLD … -200 CLD

I650 TIT 650 TIT … 2000 TIT

230 H OIL 40 H OIL … 500 H OIL

90 L OIL I0 L OIL … 250 L OIL

42.0 MAP 25MAP … 90 MAP

Description

Restore factory defaults?
Select F or C degrees for

all engine temps. You
must also change the
alarm limits to °F or °C.
Battery high voltage limit,
set in 0.5 volt increments.
Battery low voltage limit.

EGT difference limit, set in
10° increments.
CHT high limit, set in 5°
increments.*
Cooling limit, set in
5°/min. increments.
Also sets the maximum
scale of the EGT and TIT
bar graph.*
Oil temperature high limit,
set in 5° increments.*
Oil temperature low limit
set in 5° increments
MAP overboost alarm
(EDM-800 only)

For Your Safe Flight Page 43

FUEL GAL FUEL G AL

FUEL KGS
FUEL LTR
FUEL LBS

MAIN=50 MAIN=0 … MAIN=9 99

AUX? N AUX? NAUX? Y

AUX=0 AUX=0 … AUX=250
MIN =45 MIN =0 … MIN =60

REM =I0 REM =0 … REM =200

CARB? CARB? N 

CARB? Y

RECRD? RECRD? Y  RECRD? N

CYL=6 CYL=4 … CYL=I 2

HP = I 80 HP=60 … HP=500
I 4.90 = EC I 2.00= EC… I6.00=EC

END Y  END N

Selects the units in all
parameters where fuel
quantity or fuel rate is
displayed

Main tank capacity, in
units selected
Y—Yes—aircraft has
auxiliary tanks
Auxiliary tank capacity

Alarm limit in minutes for
low time in tanks
Alarm limit for low fuel
quantity in tanks, in units
selected
Y—Yes—carbureted
engine. Setting 1-3, 3
being high filter
Long Term Memory.
Y—only data recording.
N—only real-time data
output.
(EDM-800 only) Set the
number of cylinders. See
page 45 for exceptions.
(EDM-800 only) Set the
HP constant
(EDM-800 only) Set the
Engine Constant
Y—Yes to exit; N—No to
review list again

MAP, Fuel Flow Alarm Limits, Units, Fuel Capacity

MAP Overboost Alarm

Enter the redline for overboost on turbocharged engines.

Fuel Flow Units (shaded area above)

Selects the units in all measurements where fuel quantity or fuel rate is
displayed. If you change this parameter, it does not change the numerical
value of the fuel tank capacity. You must do this manually. For example
if you change from Gal. to Lbs., the tank capacity will be interpreted as
50 Lbs. rather than 50 gallons; the EDM will not convert 50 Gal to
equivalent pounds.

Main Tank Capacity

Enter the total usable fuel capacity of the main tanks in the fuel flow
units selected.

Page 44 Engine Data Management

If you do not have auxiliary tanks or tank tabs, answer “No.” If you
answer “Yes,” you will be asked to input the capacity of the auxiliary
tanks in the fuel flow units selected. If you have tank tabs and sometimes
fill only to the tabs, set the auxiliary tank capacity to the difference
between full tank capacity and tab capacity. The EDM does not
differentiate fuel flow between the main and auxiliary tanks; it tracks
only total fuel in the aircraft.

Low Time Alarm Limit

Select the value of the time remaining, in minutes, that triggers the
alarm. Time remaining is calculated at the current fuel flow rate.

Low Fuel Alarm Limit

Select the value of the fuel remaining, in the selected fuel flow units,
that triggers the alarm. Fuel remaining is calculated at the current fuel
flow rate.

Carburetor?

Different response filters are used depending on whether your engine is
carbureted or fuel injected. The filter for a carbureted engine has a
slower response time to reduce sudden fluctuations in readings. The
higher the number the more filtering or less jumping around.

Number of Cylinders

This applies only to EDM-800. Set CYL = 4 or 6 depending on your
engine. Exceptions:

 4 cylinder engine with dual (all-in-one) magnetos set to CYL= 8.
 4 cylinder Lasar® ignition set to CYL=8.
 6 cylinder Lasar® ignition set to CYL=I2.

HP and EC (EDM-800 only)

These adjustments set the parameters for the HP calculations in the
EDM. Set the Rated HP for your particular aircraft. Set the HP
Constant to 14.9 for normally aspirated or turbo normalized engines; set
it to 13.75 for turbo boost engines. To set the EC, hold STEP and LF for
five seconds. The first digit will flash. Use LF to change the digit, use
STEP to advance to the next digit. Hold STEP and LF for five seconds
to exit.

For Your Safe Flight Page 45

Initially Entering the Tank Capacity

To initialize or change the tank capacities, hold the STEP button while
turning on the power to the EDM. The following program steps will be
displayed:

Tap STEP
to advance

MAIN=50 MAIN=0 … MAIN=9 99

AUX? N AUX? NAUX? Y

AUX=0 AUX=0 … AUX=250

Tap the LF button to sequence

through these values Comments

Main tank capacity, in
units selected
Y—Yes—aircraft has
auxiliary tanks
Auxiliary tank capacity

Navigation Data Formats

Output of any GPS; input to EDM. The EDM automatically configures
itself for one of three industry standard data formats: Set handheld
GPS to output MEA-183.

Format Baud rate

NMEA-183
(Marine Nav
Data Format)

Aviation Data
Format

Northstar
binary

4,800 This is the format for most handheld GPS receivers.

Loran must have sentences RMA & RMB. GPS must
have sentences RMB & RMC.

9,600 “Output sentence type 1” Required sentences are: A, B,

C, D, E, I and L first character identifier byte. Sentence
terminator may be either <CR><LF> or <CR> alone.

1,200 M1 setup select “NO EXTENDED”, “NAV ONLY”

GPS-C Fuel Flow Format for GPS Bi-directional Comm

GPS-C Input to GPS; output of EDM

0 No fuel data output
1 Garmin (Shadin Miniflow format)
2 Allied Signal (format B) “To waypoint only”
3 Arnav/EI fuel data
4 Allied Signal (format C) *
5 (Not used)
6 Garmin 430/530 GNX-80/GX-60 “To waypoint only”

7 Garmin 430/530 GNX-80/GX-60 “To Destination only”
8 Allied Signal (format B) “To Destination only”

Page 46 Engine Data Management

Diagnostic Messages, Fuel Flow

The following displays indicate a malfunction in the Fuel Flow Option
transducer or associated electrical connections:

0.0 GPH

--- GPH

--- H.M

Zero’s indicate Fuel flow is too low to register
Dashes indicate No fuel flow transducer signals
Dashes indicate No fuel flow transducer signals

GPS Interface Diagnostics

Parameters REQ, RES, &MPG are all
missing from the scan.

NO - COM message and parameters
REQ, RES, &MPG are missing.

NO - SIG message and parameters
REQ, RES, &MPG are missing.

NO - WPT message and parameters
REQ & RES, are missing.

- - - REQ or - - - RES message

No communications from GPS receiver
to EDM. Possibly no connection or
aircraft GPS is off.

Communications are received by EDM
and the Auto-Protocol setup is in
process. Verify correct output format
setup in GPS receiver; check GPS
connections.

GPS receiver has insufficient signal for
valid data.

No waypoints are programmed into the
aircraft GPS receiver.

Your ground track is more than 70°
from your course to the next GPS
waypoint.

Navigation Data Ports for GPS Comm

(These ports are completely independent of the EDM serial data output
port.)

Navigation Data (output of GPS; input to EDM)

Compatible with RS-232, TTL, RS-423, RS-422 SDA.
Serial data format: 8 data, 1 start, no parity. Baud rates: 1,200,

4,800, or 9,600 depending on the GPS data output format. The EDM
automatically detects the GPS data output format and is independent
of the GPS-C setting.

For Your Safe Flight Page 47

Fuel Data (input to GPS; output of EDM)

RS-232. Serial data format: 8 data, 1 start, no parity. Baud rate:
9,600.

Output format is determined by the GPS-C setting, but may be over­ridden by the GPS navigation format: If the EDM senses Northstar
or NMEA-183 navigation data input, there will be no fuel data
output.

Section 15 - Option Connector Pin Assignments

P1 (upper) 25-pin connector
for 4 or 6 cylinder engines.

MAP-RPM 9-pin
connector (EDM-800)

Fuel Flow Option

15-pin connector
See installation manual for
7, 8, 9 cylinder instruments

Pin

no.

yel 1 red 2 OIL grn 1 RPM sig /1 1 RS-232

yel 3 red 4 IAT blk 2 RPM grd /2 2 RS-232

yel 5 red 6 CARB

yel 14 red 15 OAT red 4 MAP pwr /3 red 5 FF power

yel 16 red 17 TIT blk 5 MAP grd /1 blk 6 FF return

yel 18 red 19 TIT-2

Pin

no.

gry 12 Remote

red 13

wht 24 RS-232

blk 25 Ground

Probe or

function

(or CDT)

(2ndTIT)

alarm

+ Power
14/28 vdc

data port

at Engine

Pin

no.

red 3 RPM pwr /3 wht 4 FF signal

6 (not used) 7 Switch

7 (not used) 8 Switch

wht 8 MAP sig+ /2 9 Switch

grn 9 MAP sig- /4 11 Remote

Function/

sensor pin

Pin

no.

Function

out

in

com

EGT

FF

FF alarm

Interface connections to selected GPS models

EDM Fuel flow conn Pin 1 Fuel flow conn Pin 2
Arnav 5000 Pin 4 Pin 5
Garmin 195 (nc) Pin 4
Garmin 430 / 530 Pin 57 Pin 56
Northstar M3P (nc) Pin 6 (leave pin 11 open)
UPS GX50 / 60 Pin 4 Pin 5

Page 48 Engine Data Management

Section 16 - Reference Reading

You may wish to know more about the effect of engine operations on
EGT and CHT. The reading list below provides general overviews as
well as original references on topics that may be of interest.

General Overview

These references are readily available to pilots and provide a readable
source of general technical information.

 Teledyne Continental Motors, Engine Operation for Pilots, from the

FAA Accident Prevention Program, FAA-P-8740-13.

 Editors of Light Plane Maintenance Magazine, EGT Systems,

Belvoir Publications Inc., Greenwich, CT 06836. 1989.

 Lycoming Flyer Issue 53 dated January 93.

Technical Reviews and Original References

For those pilots who have engineering backgrounds, the references listed
below present the original research on the combustion process and
represent the source documents for those with technical interests.

 A. Hundere, “Autogas for Avgas,” AOPA Pilot, October, 1969.
 A. Hundere and J. Bert, “Pre-ignition and Its Deleterious Effects in

Aircraft Engines,” SAE Quarterly Transactions, Vol. 2, No. 4, pages
547-562, October 1948.

Section 17 - Technical Support

JPI

offers both e-mail ([e-mail]) and telephone technical

support. Have your model and serial number ready when you call. Call

JPI

for a return authorization number RMA before returning any

equipment.

J.P. INSTRUMENTS Inc.

3185 B Airway
Costa Mesa, CA 92626

800 345-4574
714 557 3805
Fax [phone]

www.jpinstruments.com and www.jpitech.com

For Your Safe Flight Page 49

Limited Warranty

J.P. Instruments Inc. (JPI) warrants all parts in your new EDM to be free
from defects in material and workmanship under normal use. Our
obligation under this warranty is limited to repair or exchange of any
defective part of this unit if the part is returned, shipping prepaid, within
three years for electronics and one year for probes from the date of
original purchase. Installation labor is the responsibility of the aircraft
owner. Homebuilt aircraft warranty starts when the aircraft is certified
for flight. Replacement parts carry a warranty for the balance of the
warranty period.

Under this warranty, JPI is not responsible for any service charges,
including removal, installation, nor any other consequential damages.
JPI incurs no obligation under this warranty unless a Warranty
Registration Certificate describing the warranted product has been
completed and mailed to JPI with all information requested.

This warranty is void on any product which has been subject to misuse,
accident, damage caused by negligence, damage in transit, handling or
modification which, in the opinion of JPI, has altered or repaired the
product in any way that effects the reliability or detracts from the
performance of the product, or any product whereon the serial number
has been altered, defaced, effaced or destroyed.

This warranty is in lieu of all other warranties expressed or implied and
other obligations of liability on JPI’s part, and it neither assumes nor
authorizes any other person to assume for JPI any other liability in
connection with the sale of JPI products.

To initiate this warranty, the aircraft owner must submit a completed
Data Logging Worksheet to JPI. Upon receiving a completed worksheet,
JPI will initiate the warranty from the date of original purchase. Any
replacement parts carry a warranty that extends for the balance of the
period of the original warranty. For homebuilt aircraft the warranty starts
when the aircraft is certificated for flight and noted on the warranty card.

Page 50 Engine Data Management

Index

manifold pressure (MAP), 35

A

Accumulate, 34, 39

total, 27
Adapter probe, CHT, 21
Adding fuel, 27
Adjusting

K-factor, 37

OAT, 34

TIT, factory original, 36
Alarm Display Lights, 40
Alarm limits

changing, 41

factory defaults, 41

fuel flow, 43
Alarms, 24

low fuel, 44

priority, 25

resetting, 25
ALL, 34

select switch, 26
Allied Signal, 45
Arnav, 45
Automatic indexing mode, 7
Automatic mode, 11
AUX, 43, 45
Auxiliary tanks, 43
Avgas, 25
Aviation data format, 45

B

Bar graph, 4

column resolution, 6

EGT, 6
Baud rate, 46
Blinking display, 13, 17, 24, 25
Brightness, display, 7
Buttons

front panel, 8

C

CAL ERR, 11
Calibration

horsepower, 35

internal self test, 11

K-factor, 37

OAT, 34

TIT, factory original, 36
Capacity, fuel tank, 26
CARB?, 43
Carburetor, 44

ice, 23

temperature, 10, 29
Celsius

display indicator, 5

engine temperatures, 42

OAT, 33
Changing alarm limits, 41
CHT

missing segment, 6

probe, 2, 21

too high or too low, 21, 24
CLD. See Shock cooling
Climb, 18
Combustion, 2, 25, 48
Compression, 2, 23

high, 25

low, 22
Compressor discharge temperature,

CDT, 10, 29
Connector

option pins, 47
Cooling. See Shock cooling
Cowling, obstruction, 23
Cruise, 19
Custom programming, 33

alarm limits, 41

fuel flow option, 37

Long Term Memory Option, 39
Cylinder numbers, 6

D

Data

GPS formats, 45

ports, GPS, 46
Default alarm limits, 41
Defueling, 27
Descent, 19
Detonation, 24, 25
Diagnosing engine problems, 21, 36,

37, 41
Diagnostic

fuel flow messages, 46

GPS interface messages, 46

For Your Safe Flight Page 51

self test, 11
DIF, 10, 24, 29, 42
Dimming, display, 7
Display, 4

analog, 4

digital, 6

flashing, 13, 17, 24, 25
Dot index, 6
Download, 31

E

Economy, best, 3
EDM-711, 40
EGT

alarms, 24

loss, 22

probe, 2

resolution, display, 34

select switch, 26

too high, 20, 22

too low, 20, 23
Electronics International, 45
Engine

diagnosis chart, 22

limits, normal, 21

run-up, 18
Enunciator, alarm, 24
Exclude parameters, 11
Exhaust leak, 18, 24
EzPlot, 31

F

Factory default alarm limits, 41
Factory original TIT probe, 36
Fahrenheit

display indicator, 5

engine temperatures, 42

OAT, 33
Failure to pre-lean, 20
FF, select switch, 26
Fill options, 27
FILL? N, 26
FILL+, 27
First cylinder to peak, 13
Flash drive, 31
Flashing

segment, 6
Flashing display, 13, 17, 24, 25
Flat EGT response, 24

Fouled spark plugs, 5
Fuel

accumulate, 27
adding or filling, 27
auxiliary tank capacity, 43
capacity, 26, 43
injectors, 24
injectors, clogged, 2, 18, 23
Octane, 24
pump, 24
remaining, 29
required, 29
reserve, 29
resetting fuel used, 28
start up, 26
tabs, tank, 43
tank capacity, 26, 43
used, 29

Fuel flow

alarm limits, 43
connector, 47
diagnostics messages, 46
units, 43

Full throttle, 18

G

Gallons per hour, 29
GAMI, 12, 13, 15, 16
Gasket probe, 21
Gasket, manifold, 18, 24
GPH, 29
GPS

comm settings, 39
constant, 34
data formats, 45
data ports, 46
GPS-C, 34
interface diagnostics, 46

H

H.S, 29
Hastaloy, 17
HBAT, 42
HCHT, 42
HOIL, 42
Holding a button, 8
Horsepower

constant setting, 34, 35

Page 52 Engine Data Management

I

Ice, carburetor or induction, 23
Ignition, 24

timing, 22
Include parameters, 11
Index dot, 6
Indexing

rate, 37

sequence, 29
Induction, 23

air temperature, IAT, 10, 29
Informing the EDM-700

startup fuel, 26
Initial tank capacity, 45
Injectors. See Fuel, injectors
Intake valve, 22

K

K-factor

changing, 34, 39

determing, 38
KPH, 29

L

Low fuel alarm, 44
LPH, 29

M

Magneto check, 18
MAIN, 43, 45
Manifold Air Pressure (MAP)

calibration, 35
Manual indexing mode, 7
Manual mode, 12
Mark, 30
Memory box, 31
Methods

leaning, 12
Miles per gallon, 29
Misapplications, 20
Missing

column, 22

segment, 6
Mixture, 3, 13

best economy, 3

best power, 3
Modes, 7, 11
MPG, MPK, MPL, MPP, 29
MS Excel, 30

LBAT, 42
Leak

manifold, 24
Leak, manifold, 18
Lean of Peak, 15
Lean of Peak Leaning, 15
Leanest cylinder, 13
LeanFind

button, 8

description, 8

mode, 12

procedure, 13
Leaning, 3, See also, LeanFind

by TIT, 16

pre-leaning, 14

too quickly, 20
LF. See LeanFind
Lights

Alarm Display, 40
LOIL, 42
Long Term Memory Option

mark, 30

operation, 30
Lotus 123, 30

Nautical miles per gallon, 29
Navigation data formats, 45
NEW, 34
NMEA-183, 45
NO COM, 46
NO SIG, 46
NO WPT, 46
Normal engine limits, 21
Normalize view, 5
Northstar binary format, 45
NRM, 5

OAT

calibration, 34

F or C, 33
Octane, 24
OFF, 8, 25, 41
Off-scale EGT bars, 20
Oil

flashing segment, 6

N

O

For Your Safe Flight Page 53

missing segment, 6
OIL, 10, 29
Oil temperature, 10, 29
OPEN PRB, 11
Operation

fuel flow option, 26

temperature scanner, 4
Option connector, 47
Outside air temperature. See OAT

P

Panel

Alarm Display, 40
Parameter indexing, 9, 28
Peak EGT, 13
PEAK EGT, 13, 15
Percentage view, 5
Pilot programming, 33

alarm limits, 41

data recording, 39

fuel flow option, 37
Pin assignments, option connector, 47
Power, best, 3
PPH, 29
Pre-ignition, 23, 25
Pre-leaning. See Leaning, pre-leaning
Primary

Alarm Display, 40
Priority, alarm, 25
Product support, 48
Programming, 33

alarm limits, 41

data recording, 39

fuel flow option, 37

R

REM, 29
Removing fuel, 27
REQ, 29
RES, 29
Reset

alarm limits, 41
alarms, 25

fuel used, 28
Resolution, EGT display, 34
Rich of Peak, 12
Rough engine, 22
RS-232, 46
Run-up, 18

S

Scanning. See Indexing
Segment

flashing, 6
Select switch, 26
Self-test, 11, See also Diagnostic
Setting the K factor. See Fuel Flow
Setup, 33

alarm limits, 41

fuel flow option, 37

Long Term Memory Option, 39
Shadin Miniflow, 45
Shock cooling, 10, 12, 19, 21
SNAP, 30
Spark plug

fouling, 5, 18, 22
Startup

diagnostics, 11

fuel, 26
STEP button, 8
Stuck valve, 22
Switch, select, 26

Range, normal temperature, 21
Rate

baud, 46
fuel flow, 28, 29
indexing, 37

shock cooling, 19
Real-time, 43
Record, on, off, 43
Recording. See Long Term Memory

Option
RECRD?, 43
Red line, 21
Reference reading, 48

Tabs, tank, 43
Take-off, 18
Tank capacity

entering at power up, 45

Tanks, fuel

capacity, 26, 43

tabs, 26, 43
Tapping a button, 8
Technical support, 48
Test, self, 11
Time to empty, 29

T

Page 54 Engine Data Management

Timing, ignition, 22
TIT, 10, 16

factory original probe, 36

missing segment, 6
Toggle, N, P, 5
Top fuel tanks. See Fill
Total fuel, 27

used, 29
Transducer, fuel flow, 28
Turbocharged Engines, 16

V

Valve

lifter, 22

stuck, 22
Vapor, 24
View

change diagram, 9

normalize, percentage, 5
Voltage, 10, 29

U

Uniform, CHT, EGT not, 23
Units, fuel flow, 43
USB

port, 32

USD, 29

W

Warranty, 49

Z

Zeroing fuel used, 28

For Your Safe Flight Page 55

Quick Reference Guide

Normalize View

 Hold LF for three seconds.

Percentage View

 Hold LF for three seconds.

Automatic Scan

1. Tap LF.

2. Tap STEP.

Exclude Parameter in Automatic

Scan (except EDM-711)

1. Tap STEP to index to the

parameter to exclude.

2. Tap both STEP and LF.

3. See decimal point before
parameter name to exclude.

Change Indexing Rate

1. Hold both STEP and LF until
the display shows PROGRAM,
followed by FUEL? N.

2. Tap STEP and see RATE 4.

3. Tap LF to change the number:
1 through 9 is the pause time
during automatic indexing.
0 sets to never index (except
EDM-711).

4. Tap STEP until you see END Y,
then tap STEP to exit

Mark Data in Memory

 Tap LF twice.

Reset Fuel Used to zero in flight

1. Tap STEP and see USD.

2. Hold both STEP and LF until
the display shows .0 USD

Transfer Data in Memory

1. Connect PC Computer to the
EDM serial port.

2. Hold both STEP and LF until
the display shows PROGRAM,
followed by FUEL? N.

3. Tap STEP a few times until
you see DUMP? N.

4. Tap LF until you see DUMP NEW
or DUMP ALL.

5. On the PC Computer click on
the Start button

6. On the EDM tap STEP to
transfer. (to abort hold STEP
and LF for 5 seconds).

7. On the EDM see SAVE D?N.

8. If save was successful, tap LF
to see SAVE D?Y.

9. Tap STEP to exit.

Initially Entering Tank
Capacity

To initialize or change the tank
capacities, hold the STEP
button while turning on the
power to the EDM. The
following program steps will be
displayed:

MAIN=50

AUX? N

AUX=0

Main tank capacity,
in units selected
Y—Yes—aircraft
has auxiliary tanks
Auxiliary tank
capacity

Tap STEP to advance to the
next item. Hold LF to increase or

tap LF to change the amount.

Page 56 Engine Data Management

Filled Tanks

In flight, do this first (on power up,
skip to step 4):

1. Hold both STEP and LF until

the display shows PROGRAM,
followed by FUEL? N.

2. Tap LF to see FUEL? Y.

3. Tap STEP

4. See FILL? N. Tap LF to see

FILL 75*

5. With aux tanks or tabs, tap LF

again to see FILL I20*

6. Tap STEP to exit.

Added or Removed Fuel

In flight, do this first (on power up,
skip to step 4):

1. Hold both STEP and LF until

the display shows PROGRAM,
followed by FUEL? N.

2. Tap LF to see FUEL? Y.

3. Tap STEP.

4. See FILL? N. Tap LF 2 or 3 times

to see FILL+.

5. Tap STEP and see .0 GAL.

6. Hold LF to increase or tap LF

to decrease the amount of fuel
displayed.

7. Tap STEP to exit.

Reset Alarm (except EDM-711)

 Temporary reset (next 10

minutes): tap STEP.

 Reset for remainder of flight:

hold STEP until the word OFF
appears.

Leaning Rich of Peak

1. Pre-lean mixture and wait 1
minute.

2. Tap LF and see LEAN R.

3. Lean mixture until you see a
column flash and the words

LEANEST followed by
I545 SET*

4. Hold LF and see I560 PK*or
I560 I3.5*, the peak EGT of the

first cylinder to peak and fuel
flow.

5. Enrich mixture to set desired
temperature.

Leaning Lean of Peak

1. Pre-lean mixture and wait 1
minute.

2. Tap LF and see LEAN R.

3. Hold both STEP and LF until
you see LEAN L

4. Lean mixture until inverted
columns.

5. Continue leaning until you see
a column flash. You will see
the temperature below peak of
the last cylinder to peak and
the fuel flow.

6. Hold LF to see I560 I.0* to see
peak EGT of the first cylinder
to peak and the delta fuel flow
(GAMI spread).

7. Lean mixture to set desired
temperature.

* Values will vary depending on your

individual installation.

For Your Safe Flight Page 57