J.P. Instruments EDM 730 Installation Manual

FAA APPROVED INSTALLATION MANUAL FOR THE EGT-701 Report 103

INSTALLING THE EGT-701 SCANNER® 1/20/09 Rev-E

THE OWNER OF THIS EDM-700/800/730/830
MUST

TABLE OF CONTENTS
Page

1) INSTALLING THE INDICATOR 3

2) EXHAUST GAS TEMPERATURE PROBE 3

3) TURBINE INLET TEMPERATURE PROBE 3

4) CYLINDER HEAD TEMPERATURE PROBE 4

5) SPARK PLUG GASKET CHT PROBE 4

6) INDUCTION AIR TEMPERATURE PROBE 4

7) OIL TEMPERATURE PROBE 5

8) OIL PRESSURE TRANSDUCER 7

9) OUTSIDE AIR TEMPERATURE PROBE 7

10) FUEL FLOW OPTION 8

11) WIRING 9

12) EGT AND CHT PROBE WIRING 9

13) ROUTING THE WIRING HARNESS 11

14) MANIFOLD PRESSURE INSTALLATION & CALIBRATION 12

15) RPM SENSOR INSTALLATION 13

16) OPERATING INSTRUCTIONS 14

17) INDICATOR INSTALLATION & RECORD 16

18) ENGINE OPERATION 16

19) LIMITATIONS & OPERATION 16

20) COMPONENT PARTS LIST FOR EGT PROBE 17

21) COMPONENT PARTS LIST FOR CHT PROBE 17

22) COMPONENT PARTS LIST FOR OIL PROBE 17

23) COMPONENT PARTS LIST FOR OAT PROBE 17

24) COMPONENT PARTS LIST FOR MANIFOLD PRESSURE 17

25) COMPONENT PARTS LIST FOR RPM 17

26) COMPONENT PARTS LIST FOR SINGLE ENGINE EGT/CHT 17

27) WEIGHT AND BALANCE DATA 17

28) CHANGING PROGRAMMED LIMITS 18

29) TROUBLE-SHOOTING 20
FIG-1 INSTRUMENT BEZEL TEMPLATE 22
FIG-2 EGT/CHT/TIT PROBE PLACEMENT 23
FIG-3 EGT PROBE INSTALLATION 24
FIG-6 EGT/CHT PICTORIAL LAYOUT 25
FIG-7 WIRING DIAGRAM DRAWING 300701 26
FIG-9 DRAWING 700744 FUEL FLOW WIRING 27
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA) 28

KEEP THIS MANUAL

J.P.INSTRUMENTS Inc.

PO BOX 7033
HUNTINGTON BEACH CA 92646

FAA APPROVED 10-28-09

Last printed 05/16/13

FAA APPROVED INSTALLATION MANUAL FOR THE EGT-701 Report 103

INSTALLING THE EGT-701 SCANNER® 1/20/09 Rev-E Page 2 of 30

READ THIS FIRST

The following notes apply to a new installation. Read this section before proceeding.

a) The JPI warranty found in the back of the pilots guide clearly states that JPI will replace defective parts

under warranty, but does NOT cover labor to remove or install any parts.

b) To prevent damage to the display it is essential that the four mounting screws not penetrate the

instrument more than 0.12 inches. Damage caused by screw penetration is not covered under

warranty.
c) You must be an FAA certified aircraft mechanic to install this instrument.
d) Check that any necessary FAA approvals (STC’s, etc) are available for the aircraft before beginning the

installation.
e) The most common cause of probe problems is poor terminal crimps. Crimp ring terminals with AMP part

45518 crimp tool or equivalent. Fold back the wire double before crimping terminals.

2 1/4"

yellow

Thermocouple wire harness

red

f) This installation will require some parts unique to your aircraft that are not supplied with the kit,

(including but not limited to tie-wraps, hoses and fittings). Acquire all the necessary parts prior to

beginning the installation.

1/4" 1 1/2"

Fold back wire
double before
crimping terminals

g) Do NOT use aluminum fittings with the FXT-201 or FXT-231 fuel flow transducer.
h) Write down the K-factor engraved on the side of the fuel flow transducer here _______. Once the

transducer is installed and covered with the fire sleeve, you will not be able to access this K factor.
i) Determine the locations of all holes before drilling to ensure that nothing interferes with the probe,

clamp, clamp screw or wire.
j) Provide service loops at the instrument.
k) Thermocouple wire length is not critical. Trim to required length, allowing for service loops at the engine

so that probes can be swapped with probes on adjacent cylinders for troubleshooting purposes.
l) Dress all wires away from high temperature components such as exhaust stacks.
m) Never splice thermocouple wire using copper wire. Use only K-type thermocouple wire. Solder using

zinc chloride flux such as Nokorode brand – rosin flux alone won’t work.
n) Observe correct polarity on all probe wires. Connect like colors together (red to red, yellow to yellow).
o) This instrument must be grounded at the engine, not at the avionics ground.
p) If a spark plug gasket probe is used, expect the CHT reading on that cylinder to be somewhat higher

than on the cylinders with bayonet probes. At additional cost an adapter probe (bayonet or screw-in) is

available that permits the factory CHT probe and the JPI probe to be placed in the same bayonet

location.

FAA APPROVED INSTALLATION MANUAL FOR THE EGT-701 Report 103

INSTALLING THE EGT-701 SCANNER® 1/20/09 Rev-E Page 3 of 30

1) INSTALLING THE INDICATOR

Should Be Done In Accordance With Advisory Circular AC43.13-1A. All Models have the same basic
Part No. EGT-701 ( ).

EDM-700/800 Model :A steel template supplied with the installation kit is used as a guide for drilling two button holes
in the instrument panel. Align and Mount the Template into the instrument panel hole. First drilling a 0.125 hole.
Remove the template and check the instrument alignment, if OK redrill with a 0.147 drill. Buttons can be removed by
pulling off. The EGT-701 mounts in a standard 2.25” or 3 1/8” instrument hole. The instrument configures itself
automatically for 4 to 9 cylinders, 14/28 volt aircraft. The instrument is 7.5” deep less connectors and is 2.6 square
behind the panel.

TO PREVENT DISPLAY DAMAGE IT IS ESSENTIAL THAT THE FOUR MOUNTING SCREWS NOT PENETRATE
THE INSTRUMENT MORE THAN .12 INCHES.
DAMAGE OF THIS NATURE IS NOT COVERED UNDER WARRANTY.

EDM-730/830 Model: Mounts in a standard 3.1/8” instrument hole. First place the mounting bracket on the
instrument and tighten the clamp hex screw until you can just remove the instrument from the bracket. The Mounting
bracket is then placed behind the instrument panel hole and screwed (6-32 x ½” screws) in place using the existing
holes. Three screws should be used leaving one hole vacant on either side of the hex screw. Locate the hex screw in
a location that you can easily get to from the rear of the panel. The body of the instrument is 3.0 inches and 2.0 inches
deep less connectors. The body of the instrument is 3.0 inches and 2.0 inches deep less connectors.

Installation

2) EXHAUST GAS TEMPERATURE PROBE (EGT)

The Model M-111 Probe will fit any existing holes in the exhaust stack in any engine having the diameter of 1/8" to
1/4". If no hole exists, it will require the drilling of a 1/8" diameter hole and ream to fit. It is important that each probe
be mounted a uniform distance from the exhaust stack flange. A nominal distance of 2 to 4 inches from the exhaust
flange is recommended. (See fig-2). If the recommended distance is impractical because of obstructions, slip joints or
bends in the exhaust system then position the probes a uniform distance from the flange as space permits. Be
certain to locate all holes BEFORE drilling to ensure that nothing interferes with the probe, clamp, clamp screw or wire.
Careful matching of probe position will provide best temperature readings. Insert the probe in the exhaust or
previously drilled hole (see fig-3) so that the tip of the probe is in the center of the exhaust stream. Tighten the
stainless steel clamp to a torque of 45 in/Lbs. Cut off the excess strap close to the screw. Probe warranty is void if
mounted in a slip-joint of any kind.

RADIAL ENGINES , EGT

Radial engine exhaust, require a larger EGT clamp (supplied) to fit the 2.5 inch exhaust pipe. The EGT probe is
installed in the same fashion as a Lycoming or Continental engine and should be placed between the exhaust pipe
flange and the accumulator at a distance of 2 to 3 inches form the engine exhaust flange. Cylinder head temperatures
are measured with a spark plug gasket type probe placed under the front sparkplugs. Refer to the engine
manufactures red line and set the EDM-700 appropriately. Front spark plugs will read 15 to 20 degrees cooler than
the rear plugs. Do not route the EGT/CHT harness in with the ignition harness. Do not extend the yellow
thermocouple leads with copper wire.

3) TURBINE INLET TEMPERATURE PROBE (TIT)

The standard TIT probe P/N M-111-T with a special clamp is placed in the exhaust stack accumulator to a maximum
depth of 1/2 inch and approximately four (4) inches from the Turbine inlet if possible, on the wastgate side of the
turbine. TIT will appear as the seventh column “T “and the expression “1650 TIT” will be seen when the dot is in place
over it. The EDM-700 input is also compatible with the aircraft’s factory TIT and may be piggy backed.

The EDM-700 TIT cable may be connected in parallel (piggyback) at the TIT probe (preferred), or at the ship's TIT
gage. Check the TIT readings between the EDM and the ships TIT gage in flight, then do the following calibration
procedure. (This may be done in flight or on the ground.)

FAA APPROVED INSTALLATION MANUAL FOR THE EGT-701 Report 103

INSTALLING THE EGT-701 SCANNER® 1/20/09 Rev-E Page 4 of 30

Press & hold 'STEP' and 'LF' keys simultaneously until you see
'PROGRAM' and 'RATE 4'. (Note: Bargraph disappears)

Now press & hold 'STEP' and 'LF' simultaneously again until you see
'ORIG. TIT' and 'ORIG. T-N'.

Tap 'LF' once to change to
'ORIG. T-Y'.

Tap 'STEP' once to display
'CAL TIT' and 'TIT+ 0'.

This is the correction added to (+), or subtracted from (-) the EDM reading for TIT (at high temperatures).
Hold in 'LF' to raise the correction, or tap 'LF' to lower it.

For example, if the EDM read 100 less than the ship's TIT,
Then hold in 'LF' until you see
'TIT+100'.

Adjust the correction slightly if a difference between the EDM
and the ship's gage still exists.

Now tap 'STEP' once to complete setup.

4) CYLINDER HEAD TEMPERATURE PROBE (CHT), BAYONET

The Bayonet probe 5050-T has the 3/8-24 adaptor boss as part of the probe and is screwed into the base of the
cylinder (See fig-2). The bayonet probe has a screwdriver slot to facilitate tightening.

NOTE: Required original equipment that has a Red Line may not be replaced by the EGT-701 TIT or CHT installation.
This includes but is not limited to all aircraft with adjustable cowl flaps and on aircraft with placards on the instrument
panel showing a climb air speed, for cooling, different from the best rate of climb air speed.

If a previously installed TIT, CHT or EGT is listed on the aircraft equipment list as Optional Equipment or not listed at
all, it may be replaced by the EGT/CHT SCANNER.

5) CYLINDER HEAD TEMPERATURE PROBE (CHT) SPARK PLUG GASKET

Most factory installed cylinder head temperature gauges utilize a bayonet or screw-in resistive type probe that
occupies one of the bayonet sockets. This probe is not compatible with the thermocouple probes required for the
EGT-701.

The spark plug gasket probe, P/N M-113, replaces the standard copper spark plug gasket on one spark plug. The
plug chosen, upper or lower, should be the one that provides the best correlation with the other temperature probes.
Due to the spark plug location, the gasket probe may read 25

o

F higher or lower than the factory probe. The probe is
usually placed on the plug that receives the most direct cooling air. After many removals the probe may be annealed
for re-use. Heat and quench in water. At additional cost an adapter probe P/N M-113-3/8 is available that permits the
factory CHT probe and a JPI probe to fit the same bayonet location.

6) INDUCTION AIR TEMPERATURE PROBE (IAT) / CARB TEMP.

Induction Air temperature probe, IAT, is installed just after the inter-cooler (OUT) and the Compressor Discharge
Temp (CDT) just before the inter-cooler (IN). The probe is an EGT probe and installed the same way as an EGT
probe. A large clamp is supplied to fit around the airport leaving the inter-cooler or a 1/8 NPT is available. IAT option
is displayed as an independent digital temperature like "125 IAT". On non-turbo engines the IAT in reality is the
Carburetor temperature and displayed as “34 CRB”.

FAA APPROVED INSTALLATION MANUAL FOR THE EGT-701 Report 103

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7) OIL TEMPERATURE PROBE

The Oil Temperature Probe PN 400505-C or 400505-L is installed as a supplemental oil temperature indicator.
Lycoming Engines: The -L part number is for all Lycoming direct drive engines and is installed in the right (passenger
side) front oil galley by removing the existing 1/8 NPT plug on the passenger side of the engine and inserting the
optional JPI oil probe supplied with the kit. Oil temperature will be displayed as an independent temperature like "230
OIL" and will be displayed In the seventh column automatically if TIT is not available. The original oil temperature
gauge and sensor must remain. Check for oil leaks and safety wire before first flight.

Oil Probe Location

Alternate Oil Probe
Location

front view

Lycoming Engines

Continental Engines: The -C part number is for all Continental direct drive engines and is installed in the left (pilot

side) front oil galley by removing the existing 3/8 or 1/8 inch NPT plug (see figure below) located on the front, pilots
side of the engine. Insert the optional JPI oil probe supplied in the kit. For 3/8 inch NPT installations, use the supplied
brass adapter. An alternate location is on the top, front of the engine on the pilot’s side, where the probe is inserted
vertically. There are two 1/8 NPT plugs close together. Install the probe in the position that is above and to the rear of
the nearby position.

Alternate Oil Probe

front view

Location

Alternate Oil Probe

Location

Oil Probe Location

Continental Engines

FAA APPROVED INSTALLATION MANUAL FOR THE EGT-701 Report 103

A

INSTALLING THE EGT-701 SCANNER® 1/20/09 Rev-E Page 6 of 30

Continental Engines Oil probe location

lt location IO-520/550

Std oil IO-360

IO-360

O-470

Requires ¼ NPT to 1/8 NPT reducer Oil reports after thermostat opens

Alternate Oil
Location

IO-520/550

IO-520/550

The oil probe P/N 400505-C is installed by removing the 3/8 or 1/8 pipe plug located on the front of the engine inline
with the push rods. This oil galley feeds the valve lifters. Insert the JPI 1/8 NPT probe supplied with the kit. Check for
leaks after installation. Due to cowling restrictions the alternate oil location may be chosen. The probe leads are
routed back to the cockpit along with the EGT wires. Do not install the Oil Probe in the rear of the engine near the
vernatherm (oil temperature regulator).

FAA APPROVED INSTALLATION MANUAL FOR THE EGT-701 Report 103

INSTALLING THE EGT-701 SCANNER® 1/20/09 Rev-E Page 7 of 30

8) Oil Pressure Sensor Installation

Use the J3 connector harness 790420 labeled OIL-P for a VDO pressure sensor (shown in diagram below). Oil
pressure sensor mounts using an aluminum clamp MS21919. Mount to firewall or tie wrap to existing wiring bundle.
Mount the pressure sensor to the pressure line using a flexible hose and fittings (not supplied) as depicted in the
drawing below. Use aluminum clamp to mount the pressure sensor to firewall. Do not mount the sensor directly to
the engine. Connect the other end of the hose to the engine manufacturer’s recommended location for engine oil
pressure. An alternate method of installation is to install a T-fitting (not supplied) in the aircraft’s oil pressure gage line
in the cockpit near the oil pressure gage. Their is no polarity on the oil pressure transducer wires.

AN-910-1D

1/8 NPT coupling

pressure

sensor

PN 30601

mount using
MS21919 -DG24

1.5 inch clamp

9) OUTSIDE AIR TEMPERATURE PROBE, OAT

Install the OAT probe, P/N 400510 in the airframe manufactures recommended location. If this is not possible, it is
recommended that the OAT probe be placed in clean airflow such as in a cabin air scoop or below the underside of
the wing away from engine heat or exhaust. In this case it is recommended that the installation be done similar to the
antenna installation instructions of AC 43.12-2a "Acceptable Methods, Techniques and Practices". The outside
aluminum tube is used to both hold the probe in place and shield it from radiated heat. OAT option is displayed as an
independent digital temperature like "75 OAT". Be sure that when testing the OAT it is not in direct sun and the engine
is running.

AN-816-4D
1/8 NPT to flared

MIL-H-8794 hose
MS-24587 fitting (AEROQUIP 491, 2 req'd)

to engine

fitting

flexible tube 6 inch (AEROQUIP 303)

DO NOT MOUNT SENSOR DIRECTLY TO ENGINE

Transducer supplied by JPI, all other hardware supplied by

installer.

aircraft sheet metal

shield tube
used to secure
probe

probe

washer

washer

FAA APPROVED INSTALLATION MANUAL FOR THE EGT-701 Report 103

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10) FUEL FLOW OPTION

The EGT-701 receives signal from any installed Flowscan Transducer of the following Flowscan P/N’s embossed on to
the top of the transducer. The K-Factor is engraved on the side of the Transducer. Wire per drawing 700744, Route
the JPI wires along the existing wiring bundle lacing every foot.

Flowscan Instruments, Seattle WA 98106

FlowScan PN Shadin equivalent

PN
201-A
201-B 680501/680600
201-C
231 680503

Install the function switch in the panel per drawing 700124.

Select the appropriate installation configuration from the three following fuel system categories:

 For gravity feed systems without a fuel pump
 For pump feed or fuel injected systems without

vapor return lines

 For all fuel injected engines with vapor return

lines to the fuel tank before the servo/throttle.

use transducer FXT-231 (yellow plastic top). Connect the
transducer between the fuel tank and carburetor.
use transducer FXT-201 (black plastic top). Connect the
transducer between the engine driven pump and
servo/throttle body or carburetor.
use transducer FXT-201 (black plastic top). Connect the
transducer between the throttle body and the fuel flow divider.

The transducer output port should be mounted lower or level with the carburetor inlet port (or fuel servo on a fuel
injected engine). If this is not possible, an anti-siphon loop should be put in the fuel line between the fuel flow
transducer and the carburetor or fuel servo.
Find a convenient location within 8 inches of a
hose support or fitting to suspend the fuel flow
transducer. Mount it away from any hot exhaust
pipes. The hose support or fitting may be on the
input or output line of the fuel flow transducer.
Secure the end of the transducer to any
convenient point on the engine with MS21919

clamps or equivalent.

Do not place an

angled elbow joint immediately

If the transducer is higher than the

carburetor or fuel servo, put a loop

between the transducer and carburetor

or servo

OUT

IN

transducer

SIDE VIEW

carburetor

or servo

prior to the input port of the fuel
flow transducer.

inches of straight flow immediately before the transducer input port.
For a carbureted engine: remove the fuel hose which connects the carburetor to the fuel tank. Purchase two new
hoses — one to connect the carburetor to the fuel flow transducer, and the other to connect the fuel flow transducer to
the fuel tank. Before connecting the fuel hose to the carburetor, verify that the boost pump delivers at least 125
percent of takeoff fuel flow at minimum fuel pressure as marked on the fuel pressure gage.
For a pump-fed carbureted or fuel injected engine without vapor return lines: remove the fuel hose which
connects the engine-driven pump and the servo/throttle body or the carburetor. Purchase two new hoses one to
connect the engine-driven pump to the fuel flow transducer, and the other to connect the fuel flow transducer to the
servo/throttle body or the carburetor.
For a fuel injected engine with vapor return lines before the servo/throttle: remove the fuel hose which connects the
throttle body and the flow divider. Purchase two new hoses one to connect the throttle body to the fuel flow transducer,
and the other to connect the fuel flow transducer to the flow divider. For Continental fuel injected engines adjust the
fuel pressure to account for the pressure drop across the transducer per Continental Service Bulletin M89-10.

There should be two

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There must be flexible hose into and out of the fuel flow transducer. The hoses must meet TSO-C53a type C or D FAA
specification. The new hoses must be the same size as the current hose in the aircraft. The fuel flow transducer must
be wrapped with fire sleeving. Cut a 1 inch slit in the center of the fire sleeve and pass the transducer connector and
cable through it. Seal with high temperature silicone RTV sealant.
The placard “Do not rely on fuel flow instrument to determine fuel levels in tanks” must be mounted on the
aircraft instrument panel near the EGT-701. If the aircraft is equipped with a primary fuel flow instrument, the following
placard must be mounted on the aircraft instrument panel near the EGT-701 “Refer to original fuel flow

instrumentation for primary information.”

11) WIRING (12 / 24 volt)

The EGT-701 automatically accommodates both 14 and 28 volt electrical systems. Connect the power lead (red) to a
separate 5 amp circuit breaker (or 2 amp slow blow in-line fuse) connected to the avionics power buss. The avionics
master switch will then be used to turn off the instrument during engine start-up. The EDM-700 has a 10-second
warm-up. If the panel lacks an avionics master switch we recommend that one be installed or a circuit breaker switch
be provided to turn off the EGT-701 during engine start-up. If the voltage fall below 9.8 vdc the instrument will turn off
automatically. The Instrument should be grounded at the engine. No connection to the aircraft dimmer system is
required because the instrument dims automatically with reductions in ambient light.

12) EGT and CHT Probe Wiring

The EGT-701 is supplied with special Teflon insulated Chromel Alumel factory assembled wiring harness configured
for the correct number of cylinders. The wire harness is marked E-1= EGT-1, C-1= CHT-1, etc. TIT is marked “T”,
Oil I = “O” and OAT = “A”. For retrofits of the EGT-100 SCANNER or bar graph instruments, where only the
indicators are being exchanged, the old harness wires need to be pinned with AMP P/N 665049 and fitted into AMP
D-SUB connector P/N 205207-1 with hood per drawing 300701 fig-6 or connected directly via an adapter connector.

NOTE: Unlike most other EGT & CHT installations the probe wire length is not critical and should be trimmed to any
length as required for a clean installation.

The Temperature probes must be wired with the correct polarity. Each wire is marked with the cylinder number. The
EGT and CHT probes connect to the temperature indicator with yellow jacket Teflon Chromel Alumel wire supplied.
Strip the wires according to drawing 5057 and terminate with the crimp-on ring terminals provided. Verify the quality of
each crimp with a sharp pull on the wire. The terminal should be almost impossible to pull off when crimped correctly.
With in a few inches of the instrument terminal strip a connector may be installed.

NOTE: The ring terminals may be crimped with a “service type” tool, however AMP part number 48518 tool is
recommended. Be sure to test each crimp by pulling on the wire to assure it will not come out.
The most common installation problems are poor quality terminations.

The EGT-701 must be grounded to the engine block, not at a ground point under the instrument panel. No
connection to the aircraft dimmer system is required or permitted because the instrument dims automatically with
reductions in ambient light.

Install the data port connector in the instrument panel. This is the 2.5 mm ID, 5.5 mm OD on the

twisted white and black wires on J1. See Installing the Instrument section earlier in this manual.