J.P. Instruments EDM 740 User Manual

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Pilot’s Guide

Engine Data Management

EDM-730 EDM-830

EDM-740

EXPERIMENTAL

J.P. INSTRUMENTS INC.

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

Factory: 3185 B Airway Costa Mesa, CA 92626

PH: (714) 557-5434 PH: (800) 345-4574 FX: (714) 557-9840

www.jpinstruments.com www.jpitech.com Support@jpitech.com

Printed in the United States of America Rev C June 1 2010

Last printed 3/11/2011 8:44:00 AM

For Your Safe Flight Page 1

Table of Contents

Section 1 - Introduction 5

Product Features 5 Engine Data Management 6 Benefits of Proper Mixture Control 6 JPI Probes 6 Temperature and Mixture 6 Displays and Controls 8 Typical EDM-830-6C Cylinder Display 8 Typical display configurations by model and mounting orientation 12 EDM-830 RPM and MAP Display 13 EDM-730/830 Linear Gauges 13 EDM-730/830 Basic Scanner® Operation 14 Operating Modes 15 Button Location and Display Rotation 16 Scanner® Information Area 19

Section 2 - Operating Procedures 20

Built-in Diagnostics: Startup and During Flight 20 EDM Modes 20 Automatic Mode 20 Manual Mode 21 LeanFind Mode 22 LeanFind Procedure—General Explanation 25 Expanded Leaning Procedures 28 Operation for each Phase of Flight 29 Shock Cooling 30 Common Misapplications 31

Section 3 - Diagnosing Engine Problems 32

Engine Diagnosis Chart 33 Alarms 35 Alarm Priority 36 Pre-Ignition and Detonation 36

Section 4 - Fuel Flow Option Operation 37

Fuel Management 37 Start Up Fuel 38 Resetting ‘USED’ 42 Accumulate — Trip Totalizer 42 Fuel Flow Display Select Switch 42 Parameter Scan—Systems with Fuel Flow Option 42

Section 5 - Long Term Data Memory 44

Downloading from Long Term Memory 44 Transferring from the USB Flash Drive to a PC 45

Page 2 Engine Data Management

Section 6 - Personalizing 45

Pilot Programming 45 Section 7 - Programming Horsepower Constant 47 Section 8 - Programming Manifold Pressure (MAP) 47 Section 9 - Programming use of Factory Original TIT Probe 48 Section 10 - Programming the Fuel Flow Option 49 Section 11 - Programming Long Term Data Memory 51 Section 12 - Factory Limits and GPS 52

MAP, Fuel Flow Alarm Limits, Units, Fuel Capacity 55

Navigation GPS Data Formats 57

GPS-C Fuel Flow Format for GPS Bi-directional Comm 57

Navigation Data Ports for GPS Communication 58 Section 13 - Options Connector Pin Assignments 59 Section 14 - Display Customization 60 Section 15 - Reference Reading 61 Section 16 - Technical Support 61 Section 17 - Limited Warranty 62 Section 18 - EDM-851 TWIN ENGINE ADDENDUM 63 Section 19 - Index 64 QUICK REFERENCE GUIDE 68

For Your Safe Flight Page 3

The following is a quick reference of basic operation

AUTO MODE:

parameters

automatically

indexed

Toggle between

LEAN R and

LEAN L of peak

tap STEP button

tap LF, then tap STEP

LEAN FIND:

starts LeanFind

procedure

MANUAL MODE:

Parameters

manually indexed

by tapping STEP

Cylinder I.D.

box flashes

tap STEP and LF

simultaneously

release buttons

continue

leaning

Toggles to

include/exclude

parameter in

AUTO MODE

indexing

see ‘LeanFind Mode’ for

details

hold LF

release LF

Displays

peak EGT

value

Page 4 Engine Data Management

Section 1 - Introduction

Product Features

 indicates standard feature Hands-free, automatic scanning 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 termmemory

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

Data retrieval software Alarm and warning light outputs Oil temperature opt opt Oil pressure opt opt Turbine inlet temperature opt opt Outside air temperature opt Compressor discharge temperature opt opt Intercooler temperature opt opt Carburetor temperature opt opt Manifold Pressure (MAP) Fuel Flow FF opt

Solid-state rotor fuel flow transducer FF opt

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

Low fuel quantity alarm FF opt

Low fuel time alarm FF opt

GPS interface FF opt

Instantaneous fuel flow rate FF opt

Total amount of fuel consumed FF opt

Total fuel remaining FF opt

Time to empty at the current fuel flow rate FF opt Displays % horsepower and RPM RPM opt Automatically calculates percent horsepower Requires FF, OAT, RPM, and MAP.

730 830

     

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



            

For Your Safe Flight Page 5

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.

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

EGT probe

routinely 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. 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 affects the Exhaust Gas Temperature (EGT).

Page 6 Engine Data Management

The following depicts the power, mixture and temperature relationships.

Best

power

range

100

First cylinder to

peak. Use for ROP

Rich of Peak

leaning

EGT °F below peak

9 5 9 0 8

power

5 8

Percent of best

economy

Best

range

GAMI

spread

Peak Power

Last cylinder to peak. Use for LOP

Lean of Peak

leaning

best

CHT °F change from

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.

A single EGT gauge merely gives you an average of a few 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 peak at a different temperature. In some cases the coldest cylinder will peak first. TIT will run up to 100 degrees hotter than the hottest EGT.

For Your Safe Flight Page 7

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 cylinder I.D. box  Digital display for numeric readouts and messages  Two front panel operating buttons for simple operation.

Typical EDM-830-6C Cylinder Display

Cyl Bargraphs:

EGT left side,

CHT right side,

digital above

CHT

absolute

scale

Temp in °F or °C

Cyl Number identifies

bargraphcylinder.

Cyl I.D. Box identifies

the related Scanner

digital values

%HPEGT normalize

Information

Scanner

Area

Bargraph

TIT

Linear gauges

numerous

parameters

monitor

Display Dimming

The display features automatic dimming. Allow ten seconds for the display to adjust to ambient lighting conditions. The dimming baseline can be user adjusted in Pilot Programming Mode.

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The following is a description of various display areas. Numbers in circles refer to features in the above diagram.

Normalize View and Percentage View

 Percentage View: when the EGT normalize indicator ‘NRM’ is

not lit, the columns indicate percent of EGT red line. Each

column is composed of a stack of segments. A maximum height column (all segments lit) depicts 100 %, or more, 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 segment-high 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 the EGT normalize indicator ‘NRM’ is

lit, the EGT columns are displayed normalized. When you

activate 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 View and Normalize View, hold the LF button until the ‘NRM’ indicator either comes on or goes off.

Selecting the Normalize view does not affect the digital display nor alter the parameter sequence. The CHT display—described later—is not affected by either Normalize or Percentage view.

You may select the Normalize view in either the Manual or Automatic modes, but not during Lean Find 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.

TIP: A common misapplication is to be in the Normalize view and then change your power setting. This can cause all columns to go off scale, high or low, giving you the impression there is a problem. Turn off ‘NRM’ (return to Percentage view) before adding or reducing power and when beginning your descent.

For Your Safe Flight Page 9

Temperature Units (°F or °C)

The EDM series engine temps can be set for either degrees Fahrenheit °F or degrees Celsius °C. Note: OAT units can be set independently of the engine temps. To change the display of engine temperatures see

“Changing the Alarm Limits” on page 52.

Cylinder Numbers and the Cylinder I.D. box

The row of numbers 1 through 6 (cylinder I.D numbers) and the letter ‘T’ (optional turbine inlet temp) are the column labels for the analog display bargraphs. A square box (cylinder I.D. box), surrounding one or more of the labels, specifies that those particular cylinders relate to the values currently shown in the Scanner® information area.

CHT absolute scale

The ‘CHT absolute scale’ allows you to quickly determine the absolute temperature of any CHT by comparing the bargraph height to the scale. This is a quick and useful way to visually determine your CHT temperatures relative to redline.

Bar Graph EGT and CHT

A cylinder ‘bargraph set’ is composed of a dotted line leading from the cylinder I.D. number vertically to its EGT/CHT digital values. The EGT column is located to the left of the line and the CHT column to the right. Columns are composed of a stack of segments. The maximum height for a column is the top of the dotted line. The CHT redline value is depicted by a horizontal red line approximately half way up and to the right of the dotted line. When any CHT column reaches redline, its column will turn red and an alarm message will commence. The CHT display is not affected by mode or view. The EGT column has three different viewing modes: Percent View, Normalize View and Lean Find.

Percent HP (EDM-830 only)

Displays %HP (if FF, RPM, OAT, MAP functional).

Scanner® Information Area

The Scanner® Information Area provides expanded information for the various monitored parameters. The Scanner® operates automatically or manually.

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TIT Bargraph

The EDM provides a bargraph display of the hottest TIT and continuously checks for exceedance of the redline temp. Once redline is reached, the bargraph will change to red and an alert will flash in the Scanner® Information Area.

Linear Gauges

The Linear gauges provide both digital and analog indications for various parameters. The sliding pointer and color range marks give you a quick indication of where you are relative to the operating limits while the digital value provides precise information. See Section 14 - Display Customization for ways you can customize this area. Note: parameters monitored vary by model and options present.

EGT and CHT operation in Scanner® Information Area

When the Cylinder I.D. Box highlights a cylinder number (1 through 6), the Scanner® Information Area will show the EGT value on the left (four digits) and the CHT value on the right (three digits). Other parameters are displayed in the digital display as described in the subsection “Scanner® Information Area” on page 19.

Cylinder # 1

highlighted

4 digit

display of

EGT 1

For Your Safe Flight Page 11

3 digit

display of

CHT 1

Typical display configurations by model and mounting orientation

The EDM-730/830 series features the ability to be mounted either in landscape or portrait orientation. Display layouts will differ as a result of configuration differences. You may examples of the EDM-830 and EDM-730 are shown below:

EDM-830 6 Cylinder

(landscape orientation)

EDM-830 6 Cylinder

(portrait orientation)

EDM-730 6 Cylinder

(portrait orientation)

Page 12 Engine Data Management

EDM-830 RPM and MAP Display

The EDM-830 depicts both RPM and Manifold Pressure graphically and digitally. Examples are shown for both landscape and portrait orientation. When a power setting exceeds redline, the digital value changes to red and a blinking message appears in the Scanner® Information Area. Percent horsepower is located in this display area also.

EDM-830 RPM & MAP

(landscape orientation)

EDM-830 RPM & MAP

(portrait orientation)

EDM-730/830 Linear Gauges

This area contains linear bar graphs with digital displays. When a value exceeds red line, it is displayed in RED. You can customize what appears in each position. Examples of available displays are:

 Voltage (BAT)  EGT Span (DIF)  Shock Cooling (CLD)  Oil temperature (O-T)  Oil pressure (O-P)  Outside Air Temperature (OAT)  Fuel flow, units per hour (GPH)  Fuel Used (USD)  Fuel Remaining (REM)  Fuel Required to waypoint or

destination (REQ)

EDM-830

Linear Gauge

For Your Safe Flight Page 13

EDM-730/830 Basic Scanner® Operation

The EDM-730/830 Scanner section contains graphic representation of EGT, CHT and TIT values as well as containing a general purpose text message area. It will go into Automatic scan mode a few minutes after power up. You don’t have to touch any buttons.

CHT

redline

CHT

absolute

scale

Engine temps

in F or C

Cylinder numbers

1 through 6. T is

TIT

Digital EGT/CHT/TIT

values

Cylinder I.D. box indicates

which cylinder temperatures

are show in the digital display

TIT redline

Scanner Information Area

EGT: Exhaust Gas Temperatures

Blue segments represent temperature magnitude and are located to the

left of the vertical dotted line present in each cylinder bar graph. Cylinder I.D. numbers are located just below the dotted line (one for each cylinder on the engine). A white square around a cylinder I.D. number identifies which cylinder the Scanner® digital value relates to (cylinder 3 in the above example). The digital value is always present above the dotted line and is Blue.

CHT: Cylinder Head Temperatures

White segments represent temperature magnitude and are located to the

right of the vertical dotted line present in each cylinder bar graph. Cylinder I.D. numbers are located just below the dotted line (one for each cylinder on the engine). A white square around a cylinder I.D. number identifies which cylinder the Scanner® digital value relates to (cylinder 3 in the above example). The digital value is always present above the dotted line and is White. CHT redline is depicted by red horizontal lines half way up the bar graph scale.

Page 14 Engine Data Management

TIT: Turbine Inlet Temperature

Light Blue segments represent temperature magnitude (at the same scale

as EGT) and are located to the right of the last cylinder bar graph set. A ‘T’ just below the dotted line identifies this as TIT. When a white square surrounds the ‘T’, this signifies that the scanner digital values relate to TIT. The digital value is always present above the dotted line and is Light Blue. TIT redline is depicted by a red horizontal line above the majority of the TIT bar graph area.

There are two views: Normalize view levels the EGT columns and increases the sensitivity of the Scanner® bar graph columns. To enter the Normalize view, hold the LeanFind button for three seconds. The NRM icon will be displayed above the Scanner® section and the bars will be blue. Hold the LeanFind button for three seconds to return to the Standard view. See page 9 for a more detailed description.

Operating Modes

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

beginning on page 20. When you first turn on the power the EDM starts in the Manual mode, but will enter the Automatic mode after two minutes (most of the time you will operate the EDM in the Automatic mode). The three modes primarily affect the Scanner® Information Area.

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.

Manual Mode

Just tap the STEP button. This stops Automatic Mode. Each indexed

parameter is frozen in the digital display until you manually index to the next parameter by tapping the STEP button.

LeanFind Mode

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

assist you in finding the correct cylinder to peak to set your mixture to.

For Your Safe Flight Page 15

Button Location and Display Rotation

The EDM can be mounted in four different positions. After mounting, you may need to remove and relocate the white button to the ‘STEP’ location. You may also need to rotate the EDM display. Clear any alarms and hold STEP (about 6 seconds) until you see the overlayed arrow. This arrow indicates where the top of the display will be. Tap LF until the arrow points to 12 o’clock. Now tap STEP. Your display should now be upright. The button functions are depicted in the four possible orientations as shown below:

Page 16 Engine Data Management

The STEP and LF buttons control all functions of the EDM. The term tap denotes pressing a button momentarily. The term hold denotes pressing and holding a button for five seconds or longer.

STEP Button - Primary functions

 In the Automatic mode, tapping the STEP button will change to

the Manual mode. Subsequent taps of the STEP button will display the next parameters in the sequence.

 In the LeanFind mode tapping the STEP button will terminate

the LeanFind mode and change to the Automatic mode.

STEP Button - Secondary functions

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

previous parameters in the sequence (rapidly backwards).

 In the Pilot Program Mode, tapping the STEP button will

generally advance to the next item in the list.

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

prevent that alarm from appearing for the next ten minutes.

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

word OFF appears, prevents that alarm from appearing for the remainder of the flight.

LF Button - Primary functions

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

change to the LeanFind mode.

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

found will display peak EGT.

 In Automatic or Manual modes, holding the LF button for three

seconds will toggle between Percentage and Normalize views.

EGT Percentage view

is ON.

(NRM icon off)

hold LF button

for 3 seconds

EGT Normalize View

is ON.

(NRM icon on)

For Your Safe Flight Page 17

LF Button - Secondary functions

 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 together

 Holding both the STEP and LF buttons simultaneously, for

several seconds, changes to the Pilot Programming Mode.

 Holding both the STEP and LF buttons simultaneously for

several seconds when in a unit programming mode and ‘END? Y’ is displayed will take you to the next programming mode (if one exists).

 Holding both the STEP and LF buttons simultaneously for

several 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.

Page 18 Engine Data Management

Scanner® Information Area

The Scanner® Information Area provides expanded information in the form of alpha-numeric messages, parameters and calculations. In AutoScan, parameters will ‘scan by’ once every 4 seconds (default). This rate can be changed in Pilot Programming Mode. Tap the STEP button for ‘Manual’ selection of any parameter. Parameters for the installed options will be displayed - uninstalled parameters will not appear.

DISPLAY PARAMETER DESCRIPTION

EGT 1436 CHT 382

1580 TIT 1490 TI2

204 OIL-T

64 OIL-P

75 CLD

13.9 BAT 23 OAT

40 DIF

56 CRB

145 CDT

105 IAT

-40 C-I

RPM 2460 MAP 23.6

Calculated

68.0 REM

12.7 REQ

Calculated

55.2 RES

9.8 MPG

Calculated

04:32 H:M

15.0 GPH

7.2 USD

EGT/CHT

TIT 1 TIT 2

OIL TEMP

OIL PRES

SHOCK COOL

BATTERY

OAT

DIF

CRB

CDT

IAT

CDT-IAT

POWER

REM

FUEL

REQUIRED

FUEL

RESERVE

MILES PER

GALLON

ENDURANCE

FUEL FLOW

RATE

FUEL USED

Shows successive pairs of EGT & CHT per STEPtap.

Turbine Inlet Temp #1 Turbine Inlet Temp #2 Oil temperature Oil pressure CHT cooling rate (deg/min) Battery/Bus voltage Outside air temperature Hottest minus coldest EGT

Carburetor Air Temp (only allowed if IATnot present) Compressor Discharge Temp (only allowed if CRB not present)

Intercooler Air Temp Intercooler cooling RPM &MAP values

Calculated fuelremaining

Calculated fuelrequired to reach waypoint (GPS interface must be correct) Calculated fuelreserve at waypoint (GPS interface must be correct) Calculated fuelmiles per units (GPS interface must be correct)

Calculated time remaining to fuel exhaustion

Calculated fuelflow rate in units per hour

Calculated fuelused

For Your Safe Flight Page 19

Section 2 - Operating Procedures

Built-in Diagnostics: Startup and During Flight

When your EDM is first turned on, the screen begins by showing the unit model number and TSO category. Next, several display patterns are presented allowing you to check for proper screen operation. During this time, the EDM is conducting built-in-tests of certain components, calibration and probes. Any newly installed options are found and logged in at this time. If a probe problem is found, diagnostic indications will be presented on the display. These vary depending on the parameter. For CHT, EGT and TIT, a message appears in the Scanner® Information Area. For example, if EGT#2 were open circuit, the message would read ‘OPEN EGT 2’. For an inoperative horizontal linear gauge function, a red ‘X’ is drawn through it and its digital value is dashed out. Probes determined to be faulty during the power up checks are disabled from the Scanner® automatic sequence. During flight, probes are periodically checked for inconsistent or intermittent signals and are disabled if deemed unusable in which case an appropriate message will appear.

EDM 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. To display specific parameters, use the Manual mode. In either Automatic or Manual modes, the cylinder bar graphs show a graphic representation of EGT and CHT for each cylinder and TIT (if present).

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

intervention is required to use this mode. The EDM will begin displaying the parameter sequence at the programmed ‘RATE’ (see “Personalizing” on page 45).

Page 20 Engine Data Management

Individual parameters can be excluded from the Automatic mode: tap STEP to enter the Manual mode. Tap STEP to select the parameter you want to exclude. Now tap both STEP and LF buttons simultaneously. Note that tapping the STEP and LF buttons again, toggles back to include status.

An excluded parameter displays a decimal point before the parameter name.

‘Excluded’ marker

For example:

Included: 14.6 BAT Excluded: 14.6 .BAT

 Every time you turn on the EDM, all parameters are set to

‘included’.

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

Exclusion only applies to the Automatic mode.

 All parameters are checked periodically for alarm conditions

regardless of their included or excluded status.

 OIL temperature, EGT, CHT and TIT values cannot be excluded.

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 “Scanner® Information Area” on page 19). To exit the Manual mode and return to the Automatic mode, tap the LF button and then tap the STEP button. You may disable the Automatic mode by setting scan rate to ‘0’.

For Your Safe Flight Page 21

LeanFind Mode The EDM supports two methods of leaning; Rich Of Peak (ROP) and

Lean Of Peak (LOP). Note: you can set the power-up default to LOP or

ROP in the Pilot Program Mode but easily change modes during flight. During traditional Rich Of Peak leaning, you’ll finalize the mixture to about 20 to 80° rich of peak (depending on engine operating requirements). However, with the advent of closely balanced injectors (such as GAMI), it is possible to set the mixture lean of peak—thus saving fuel and running the engine cooler. Teledyne Continental recommends lean of peak for the Malibu. Both Rich Of Peak and Lean Of Peak processes are described in detail in this manual.

Upon reaching cruise configuration, use the LeanFind mode to identify the correct cylinder to reach peak EGT (for rich of peak this is the FIRST to peak, for lean of peak this is the LAST to peak). To change from one method to the other, just after activating LeanFind, hold STEP and LF and the other method will be momentarily shown: ROP or LOP. Release buttons after other method appears.

The following charts provide step by step guidelines in leaning your engine, for both rich of peak and lean of peak modes:

Page 22 Engine Data Management

Rich of Peak leaning is as simple as:

A. Pre-lean your mixture. B. Tap the LF button (verify ROP appears). C. Lean mixture until LEANEST flashes (peak found). D. Enrichen to the desired value ‘Rich Of Peak’.

R Procedure Scanner Example Comments

Establish cruise at 65

to 75% power. Pre-lean the mixture

to 50°F estimated rich of peak on any EGT: _________°F.

Wait one minute Let engine stabilize.

Tap the LF button

Lean the mixture at

approx. 10°/second without pausing. (cylinder I.D. box flashes when a EGT rises 15°F) Stop leaning when

a column begins flashing. You will see

LEANESTfor one

second, followed by:

If you hold LF, peak

EGT will be displayed while the LF button is held down.

If you tap LF, the

difference from peak EGT is shown. Tap again to return to the peaked EGT value.

Slowly enrich mixture

noting that EGT is returns to peak then drops. Stop enriching at the desired EGT. ‘Peak’: best Econ. ‘ROP’ target: best power.

EGT 1490 CHT 370

ROP

EGT 1520 LF

(Without FF)

EGT 1520 FF 13.8

(With FF)

EGT 1545 SET

(Without FF)

EGT 1545 FF 12.4

(With FF)

EGT 1560 PK

(Without FF)

EGT 1560 FF 12.9

(With FF)

EGT -90 SET

(Without FF)

- or -

EGT -90 FF 13.4

(With FF)

EGT 1560 SET

(PEAK)

EGT 1460 SET

(100º RICH OF PEAK)

- or -

*See ‘Pre-leaning’

Start LeanFind (if LOP appears hold STEP & LF until ROP appears) Flashing cylinder I.D. box identifies the hottest EGT and that an EGT has increased at least 15°F which arms the EDM to now look for first EGT to peak. Flashing cylinder I.D. box AND its column indicates leanest cylinder. (SET means Set the mixture.) Due to thermal inertia this will usually be about -15°F down the lean side of peak. Captured peak EGT value (plus peak FF, if FF equipped) is displayed.

A useful mode for enrichening the mixture to desired degrees below peak. Just set to desired value - no math required! NOTE: Unit remembers view last used.

For Your Safe Flight Page 23

Lean of Peak leaning is as simple as:

A. Pre-lean your mixture. B. Tap the LF button (verify LOP appears). C. Lean mixture until RICHEST flashes (peak found). D. Enrichen to the desired value ‘Lean Of Peak’.

L Procedure Scanner Example Comments

Establish cruise

between 65 to 75% power. Pre-lean the mixture to

50°F estimated rich of peak on any EGT: _________°F.

Wait one minute Let engine stabilize.

Tap the LF button

Lean the mixture at

approx. 10°/second without pausing. (cylinder I.D. box flashes when a EGT rises 15°F) After the first EGT

peaks, you will see LEANEST for one second and bars coming from the top down. Continue leaning.

When RICHEST

appears, fine tune the delta EGT to the desired degrees below ‘Peak’ (Lean of peak).

EGT 1491 CHT 391

LOP

EGT 1520 LF

(Without FF)

EGT 1520 FF 13.8

(With FF)

EGT -17 LF

(Without FF)

- or -

EGT -17 FF 12.4

(With FF)

EGT -45 SET

(Without FF)

EGT -45 FF 11.6

(With FF)

- or -

*See ‘Pre-leaning’

Start LeanFind (if ROP appears, hold STEP & LF until LOP appears) Flashing cylinder I.D. box identifies the hottest EGT and that an EGT has increased at least 15°F which arms the EDM to now look for first EGT to peak. When bars come from the top down, the steady cylinder I.D. box identifies the first EGT that peaked (leanest). Continue leaning.

If you hold LF, the peak

EGT recorded will be displayed along with FF spread.

EGT 1560 PK

(Without FF)

- or -

EGT 1560 FF 0.6

(With FF)

Captured peak EGT value and if FF equipped, the FF spread between richest and leanest cylinders.

Page 24 Engine Data Management

LeanFind Procedure—General Explanation

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-leaning: The leaning process typically begins with ‘pre-leaning’ to insure all cylinders are operating rich of peak EGT (note: you can optionally activate ‘Normalize’ - hold LF until NRM appears - making it easier to confirm all EGT’s decrease). Now enrichen the mixture to achieve a 50° drop on the hottest EGT. Insure that all EGT’s decrease. Wait one minute to allow temperatures to stabilize.

Lean Find-Initiation: Initiate the EDM leaning mode by tapping the LF button. Note that the EDM displays its current leaning mode momentarily: ‘ROP’ for operating Rich of Peak or ‘LOP’ for operating Lean of Peak. To change, simply hold STEP and LF until the display shows the other mode. The EDM is now waiting for a 15° rise on any EGT (this feature significantly reduces false peaks). Lean the mixture without pausing to achieve about a 10 deg per second change. With a vernier mixture control, turn the knob about a quarter turn every second. With a non-vernier or quadrant mixture control, lean slowly and smoothly about 1/16 inch every five seconds (note: leaning accurately with a quadrant system is difficult due to its mechanical linkage).

Lean Find-Activation: When a 15° EGT rise occurs, LeanFind activates (indicated by a cylinder I.D. box flashing over the number of the hottest EGT). Remember: The LeanFind mode is not active until a cylinder I.D. box is flashing. To show the progress of the leaning process, the EDM now displays the hottest EGT in the left side of the digital display and the word ‘LF’ in the right side (note: with the Fuel Flow option installed, you will see the fuel flow instead of the word ‘LF’). This information allows you to observe the EGT behavior throughout the leaning process.

For Your Safe Flight Page 25

Lean Find-Rich Of Peak Detection: Eventually, one cylinder will reach peak before any of the other cylinders. The EDM will determine this automatically. The EDM will indicate success in finding a peak by displaying the word LEANEST for two seconds and flashing the peaked EGT column. The Scanner® Information Area will also display the current value for the peaked EGT on the left, and the word SET on the right (or fuel flow value, if so equipped), for final adjustment of the mixture. The peak EGT value encountered during leaning is remembered by the EDM and can be displayed by holding the LF button during Lean Find Mode.

Lean Find-Finalizing the Rich Of Peak Mixture: You may now enrichen the mixture to operate at peak or continue enriching to a value of your choice (typically between 50 to 100° rich of peak for best power), consistent with the procedures defined in your aircraft and/or engine manual. Note: tap LF to see the current difference from the peak temperature. This is handy for finalizing mixture. Tapping STEP exits the lean find mode and automatic scanning resumes.

Page 26 Engine Data Management

Lean Find-Lean Of Peak Detection: Note: This mode should only be used when your engine is equipped with balanced fuel injectors. When using the Lean of Peak mode, you lean until all EGT’s decrease slightly below their respective peaks. The EDM has automatic peak detection and will sequentially indicate leaning progress. When the first EGT peaks, the word LEANEST appears and the cylinder I.D. box highlights the cylinder number. Each column successively drops as leaning continues. When the last column drops (last EGT peaks), RICHEST appears and its respective column flashes momentarily. The last EGT to peak is the one you will use when setting the final mixture.

Lean Find-Finalizing the Lean Of Peak Mixture: The Scanner® Information Area displays the degrees below peak for the last (or richest) EGT to peak, giving you precise information necessary in setting the final mixture. Adjust the mixture to achieve the desired value below peak (using the digital EGT readout) or before engine roughness occurs. Caution: do not lean to the point where the engine runs rough. Note: the peak EGT value encountered during leaning can be recalled by holding the LF button. Tapping STEP exits the lean find mode and automatic scanning resumes.

For Your Safe Flight Page 27

Expanded Leaning Procedures

Lean Of Peak mode: During the ‘lean of peak’ process, the EDM hunts for the last cylinder to peak. This is because, ultimately, you want to have ALL cylinders operating on the lean side of peak. You will final adjust your mixture to this cylinder. To provide a unique graphical depiction during lean of peak operation, the columns become inverted after the first EGT goes just below peak. Each EGT column then originates from the top of the display and drops downward. As each subsequent EGT goes past peak, its column will begin falling. The columns length depicts how far the EGT has dropped below its original peak. In this mode, each segment is 5° F. You will continue to lean until the last EGT peaks (note: never lean to the point where the engine is running rough). When the last EGT peaks, its respective column will flash and the word RICHEST appears. The scanner digital readout will now show the current temperature difference from where peak EGT occurred and also the current fuel flow (if so equipped). Note: if you hold the LF button, the display will show the captured peak value of the ‘last EGT to peak’ and also the difference in fuel flow (if FF equipped) between the first and last to peak (also known as the GAMI Spread). This can be a good indication of how well your injectors are balanced (the smaller the FF difference, the better the injector balance). Tapping STEP exits the lean find mode and automatic scanning resumes.

Leaning Turbocharged Engines: The leaning process for turbocharged engines is by reference to the first EGT or TIT to reach peak. Therefore you should use the Rich Of Peak mode. The factory TIT red line may limit the leaning process, depending on flight conditions. TIT red line is generally 1650°F to 1750°F. If TIT exceeds red line (but not by more than 99°), the EDM will allow you to continue leaning for one minute before a TIT alarm activates, implying you should enrichen the mixture.

NOTE: in some cases, TIT can read approximately 100°F hotter than the hottest EGT. This is because of unburned fuel in the exhaust

igniting and is not necessarily abnormal behavior. The reduced size of the

JPI

Hastaloy-X-tip probes produce faster response and are more

accurate than the massive factory installed probes. Therefore a

JPI

probe may read as much as 100°F higher than the factory installed probe. However, the certified factory-installed gauge must be obeyed as the limiting factor when adjusting your engine.

Page 28 Engine Data Management

Operation for each Phase of Flight

Engine Run Up - while RPM is set to run-up value .

Suggested setup:

Normalize view Manual 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.

NOTE: Include your EDM on your run-up checklist.

Take-Off, Climb, and Full Throttle Operations .

Suggested setup:

Percentage view Automatic mode

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.

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

For Your Safe Flight Page 29

Cruise - engine stabilized & leaned using LeanFind

Suggested setup:

Percentage view Automatic mode

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 32).

Descent .

Suggested setup:

Percentage view Manual mode

Be alert for:

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

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

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:

“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. The EDM automatically displays the cylinder with the highest rate of cooling.

Page 30 Engine Data Management

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 Corrective action

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

EGT rises during single magneto check

EGT not uniform during low power operation

No display of %HP

Failure to pre-lean before performing LeanFind or you stopped leaning.

Leaning too slowly. Lean Find not activated or

you stopped leaning. You forgot that you set the

EDM in the Normalize view and later notice that the EGT bars go off-scale.

This is normal. The first cylinder to peak is not necessarily the hottest.

This is normal, due to incomplete combustion persisting longer.

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

FF, MAP, RPM, OAT not reading or not equipped

 Follow the pre-lean

procedure in ‘LeanFind Mode’ section (pg 22).

 Lean more quickly.  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.

 None

 FF, RPM, OAT, MAP

required for %HP

For Your Safe Flight Page 31

Section 3 - Diagnosing Engine Problems

This chart lists typical EDM indications for most G.A. engines.

Parameter Normal range Comments

EGT at Takeoff

EGT in Cruise

EGT span (DIF)

TIT

CHT

CHT span

OIL

Shock cooling (CLD)*

1200 to 1300°F

1350°F 1550°F

70 to 90°F

120 to 150°F

1600°F average

350°F (OAT 60°F)

410°F

50 to 70°F

200°F

-40°/minute

-55°/minute

-200°/minute

 EGT is approximately

200°F lower than cruise when full throttle applied.

 under 200 HP  high performance

 fuel injected  carbureted

 100° higher than

EGT

 normally aspirated  Turbocharged

 100° with gasket

probes

 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).

NOTE: 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.

Page 32 Engine Data Management

Engine Diagnosis Chart

return EGT to normal.

magneto to determine

The following chart will help you diagnose engine problems in your aircraft (unit is in ‘Percentage View’ mode for these pictures).

Display Symptom Probable Cause Recommended

Action

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 Have plugs checked.

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  advanced ignition.

Stuck valve. Other cylinders are okay.

Failed probe or failed wire harness.

Intake valve not opening fully; faulty valve lifter.

Low compression. Check compression.

Check EGT for each any uneven timing.

Have valve train checked.

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

Have valve lifter or rocker arm checked.

For Your Safe Flight Page 33

Display Symptom Probable Cause Recommended

valve. CHT is low due

installed baffling, cowl

CHT of one

Sudden off scale

rise for any or all

Action

EGT and CHT not uniform

Dirty fuel injectors or fouled plugs.

Check injectors and plugs. Non-uniformity is normal for carbureted engines

Decrease in EGT for all cylinders

Slow rise in EGT. Low CHT

High CHT on cylinders on one side of engine

Rapid rise in EGT/ cylinder

cylinders

Decrease in airflow into the induction system. Carb or induction ice.

Engine units set to Celsius

Burned exhaust to low power output.

Obstruction under cowling.

Detonation. Reduce power.

Pre-ignition,

or Normalize view,

Check for change in manifold pressure.

Check that the alarm limits are set to Celsius degrees

Have compression checked.

Check for improper flap misalignment or

bird nests.

Full rich and reduce power,

Change to Percentage view,

or failed probe.

Check probe.

Page 34 Engine Data Management

Display Symptom Probable Cause Recommended

normal. Adjacent

Look for white powder

Action

(no picture)

Loss of peak EGT

Poor ignition or vapor in fuel injection system.

Have magneto tested.

(no picture)

Decrease in peak or flat EGT response to leaning process

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

CHT more than 500°, EGT

EGT may be low

Large DIF at low RPM

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

Weak or defective mechanical fuel pump.

Leaking exhaust gasket blowing on CHT probe.

Blow by in cylinder rings

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.

around cylinder to determine leak area.

Check compression

Alarms

The EDM has programmable alarms. When a parameter falls outside normal limits, the display flashes its value and acronym. Once the parameter returns to normal limits, the flashing stops. If you’ve connected lights to the EDM’s two enunciator outputs, they too will flash. The ‘Remote FF Alarm’ output (P4-11) activates when the fuel remaining or endurance falls below your preset limit. The ‘Remote Alarm’ output (P1-12) activates with all other alarms. Note: Individual EGTs do not have separate alarms because they can assume different values depending on the installation and/or flight configuration—run up, climb, cruise. However, there is an important alarm which occurs when the difference between hottest and coolest EGT’s exceeds a programmed limit. This is called the ‘DIF’ alarm. This can quickly warn you when cylinder combustion becomes abnormal.

For Your Safe Flight Page 35

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 ‘Factory Limits and GPS’ section on page 52 for a list of the alarms and their factory default settings.

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

LO REM

LO H:M

Lowest priority

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

Oil pressure

O-P

Low fuel quantity remaining Low fuel endurance remaining Low fuel flow

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.

Page 36 Engine Data Management

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

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

Section 4 - Fuel Flow Option Operation

Fuel Management

Without a means of measuring accurate 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). Determining fuel consumption by multiplying time of flight by estimated flow rate is, at best, an approximation, and assumes a constant fuel flow rate for each phase of flight. However, 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 onboard, it subsequently tracks all fuel delivered to the engine.

IMPORTANT: For EDM fuel calculations to be accurate, it is mandatory that you inform the EDM of the correct amount of usable fuel onboard the aircraft and confirm proper operation of the fuel flow transducer prior to and during flight. Do not rely on fuel flow instruments to determine fuel levels in tanks. Refer to original fuel flow instrumentation for primary fuel management information.

For Your Safe Flight Page 37

Start Up Fuel

On power-up, you will be prompted to enter any fuel you might have added to the aircraft (this process updates the REMaining and USED values). The EDM will display FUEL for one second, and then flash FILL? N. If you didn’t add any fuel, simply tap STEP to exit, otherwise tap LF and pick one of the three choices below:

Choice 1) FILL 66 : This shortcut sets REMaining to the MAIN tank

value (you preset MAIN in Factory Limits setup).

Choice 2) FILL 86 : This shortcut sets REMaining to the sum of MAIN

and AUX (you preset AUX in Factory Limits setup).

Choice 3) FILL + : This allows you to adjust your REMaining either up

or down by holding or tapping LF. Use when adding a partial amount of fuel.

Once you’ve selected your choice, tap STEP to accept it.

NOTE: If you forgot to update your EDM fuel REMaining before starting the engine, you can still perform the FILL procedure. The EDM will automatically subtract any burned fuel from the FILL value you choose (not applicable to the ‘FILL +’ feature).

The three examples, shown below, depict different aircraft tank configurations and how you can update your EDM after refueling your aircraft. These are meant to be general guidelines. You are responsible for insuring that your usage of the FILL feature results in the EDM showing the correct amount of usable fuel REMaining onboard the aircraft.

Page 38 Engine Data Management

Example A: Aircraft has two fuel tanks with internal tabs.

You’ve preset: ‘MAIN = 66’ (33 + 33 usable)

‘AUX = 16’ (8 + 8 usable)

When you refuel:

‘FILL 66’: use this shortcut when filling to the internal tank tabs. ‘FILL 82’: use this shortcut when filling to the caps.

(only one tank is shown in each of the two scenarios)

For Your Safe Flight Page 39

Example B: Aircraft has two MAIN and two AUX tanks.

You’ve preset: ‘MAIN = 60’ (30 + 30 usable)

‘AUX = 14’ (7 + 7 usable)

When you refuel:

‘FILL 60’: use this shortcut when filling only MAIN tanks (! AUX

tanks must be empty).

‘FILL 74’: use this shortcut when filling MAIN and AUX tanks. (only one wing shown in each of the two scenarios)

Page 40 Engine Data Management

Example C: Aircraft has two MAIN tanks.

When you partially refuel, use:

‘FILL +’: use this to add the amount of fuel you pumped into the

aircraft (it doesn’t matter which tanks you added to - the EDM totalizes ALL onboard usable fuel). In this example you will add ‘+ 14.0 GAL’, the same as your fuel slip reads. This will be added to the totalizer REM value.

For Your Safe Flight Page 41

Resetting ‘USED’

Every time you inform the EDM that the aircraft is refueled, the amount of fuel USED is automatically set to zero (unless the instrument is programmed to ACCUM? Y ). To manually zero the amount of fuel USED at any time, manually STEP to display USED and then hold both buttons until the display shows ‘0USED’ (this normally takes about five seconds.

Accumulate — Trip Totalizer

To have the USED parameter continuously accumulate total consumed fuel, set ACCUM? Y. This is typically done if you want to track the total fuel consumed over a multi-stop cross country. ‘Accumulate’ is described in ‘Pilot Programming’ beginning on page 45. Note: typically, ACCUM? is set to ‘N’ so that USED will be reset every time you fuel the aircraft.

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 selects one of three different sets of parameters to be displayed by the Scanner:

 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.

Alarm warnings appear regardless of the select switch setting. Alarms are displayed in the digital display in either Automatic or Manual Scanner modes. The select switch does not affect the analog display.

Parameter Scan—Systems with Fuel Flow Option

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

Page 42 Engine Data Management

Scanner Parameter Example Table

Switch Parameter Example Comments

T, A

Voltage, System Bus

T, A

Outside Air Temp

T, A

Induction Air Temp

T, A

Compressor Discharge

Temp

T, A

Intercooler efficiency

T, A

Carburetor Temp

T, A

Difference between hottest and coldest EGT

T,A,F

RPM MAP for 1 sec

F, A

Fuel Remaining

F, A

Fuel required to next GPS WPT or Destination

F, A

Fuel Reserve at next GPS WPT or Destination

F, A

Nautical Miles per Gal

F, A

Time to Empty

F, A

Fuel Flow Rate

F, A

Total Fuel Used

T, A

EGT, CHT

T, A

TIT, Turbine Inlet Temp 1

T, A

TIT, Turbine Inlet Temp 2

T, A

Oil Temp

T, A

Oil Pressure

T, A

Shock Cooling

14.2 BAT 81 OAT 125 IAT 300 CDT

25 C-I

-22 CRB 80 DIF

RPM 2450 MAP 23.4

CALCULATED

37.2REM

25.9REQ

CALCULATED

11.3REM

13.0MPG

CALCULATED

02:45H:M

13.5GPH Or KPH, LPH, PPH

26.5USD

EGT 1340 CHT 376

1370TIT 1340TI2 178OIL-T 52OIL-P

-30CLD

Battery voltage °F or °C Out of intercooler Out of compressor

Amount of cooling provided by the intercooler (if equipped)

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

Since last refueling or trip total.

EGT, left, CHT, right. Dot indicates cylinder

Turbine Inlet Temp #1 Turbine Inlet Temp #2 Oil Temperature Oil Pressure Cyl. I.D. box indicates

fastest cooling cylinder

For Your Safe Flight Page 43

Section 5 - Long Term Data Memory

in the USB Port!

CAUTION: Do not insert anything but a USB Flash Drive Stick

The EDM compresses and records all displayed parameters once every six seconds in Long Term Data Memory (note: you can change this rate to be 2 to 500 seconds). This data is retrievable by inserting a USB Drive into the jack on the front of the instrument and following the prompts. You can choose to retrieve ‘ALL’ the data stored in the EDM, or only the ‘NEW’ data recorded since your last retrieval. In either case, the selected data in the EDM is not erased. The data can later be viewed on EZTrends, a PC program available from JPI or over the internet.

Recording begins when EGTs are greater than 500°F. The amount of data that the EDM can store will vary depending on how rapidly parameters change. The typical storage capacity is greater than 150 hours at a 6 second recording interval, but can vary depending on which options are installed. When the memory becomes full, the oldest data will be discarded to make room for the newest. All data are timestamped. The EDM contains a real-time clock that may be set when you initially program your instrument. You may also program an Aircraft ID that will appear in the output data file. We recommend setting Aircraft ID to your aircraft registration number or your name. Aircraft ID is initially factory set to the EDM's serial number. You may change the recording 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 started at the new interval). During built-in tests, the EDM displays the Model, Date, Time, Percent Memory filled (since the last download), and the Aircraft ID.

Downloading from Long Term Memory

From either Automatic Scanner or Manual Scanner mode, simply plug a properly formatted USB Drive into the front panel jack (note: you must clear any alarms that are present for downloading to commence).

There are three download choices:

‘DUMP NEW’ : download all NEW flights since last download. ‘DUMP ALL’ : download ALL flights in the EDM memory. ‘DUMP EXIT’ : EXIT the download mode.

Tap the LF button to select a choice, then Tap STEP button to execute.

Page 44 Engine Data Management

The EDM will show messages and percent complete indicators to keep you apprised of progress. When the download is complete the EDM may briefly show DONE. Wait a few seconds for the display to return to the normal engine monitoring mode and then remove your USB Drive. This completes the download.

Transferring from the USB Flash Drive to a PC

To transfer 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 6 - Personalizing

Pilot Programming

To start the Pilot Programming Procedure, simultaneously hold the STEP and LF buttons for five seconds. You will see the word PROGRAM 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 example chart below pertain only to the Fuel Flow Option.

Tap STEP to

advance to

the next item

PROGRAM FUEL? N

RATE 4 0 … 9

Tap LF to

sequence

through

these values Comments

Briefly indicates entry into Program Mode.

NY

Y—Yes—to change fuel status. See refueling.

Index rate (pause time) in the Automatic Mode. 0 disables the Automatic Mode. Tap ‘STEP’ to accept and go to next mode. Hold STEP and LF to access ‘ORIG T ? N’.

For Your Safe Flight Page 45

ORIG T ?N

TIT +0 TIT +300

OAT F

OATADJ0

EGT 1?N

HP ADJUST

HPC= 125

MAP 0.0

KF-SET KF=29.90

ACCUM?N

GPS -C = 6 0 … 8 DUMP? N

LOP DFLT? Y END? Y

NY

TIT -300 FC

OAT+I0 OAT-I0

NY

KF=29.90

NY

YN YN

Select Y if original ship TIT is being used. Tap STEP to accept. If Y chosen, then TIT is calibrated below.

Adjust TIT to match ships gauge during flight. Tap STEP to accept and exit PPM.

Select degrees F/C. Tap STEP to accept or hold both STEP and LF buttons for a few seconds to access OAT calibration below.

Adjust the indicated temperature up or down by up to 10°. For example, OAT+3 adjusts the OAT 3° higher.

Y—Yes—sets the digital display to onedegree resolution; N—No—sets 10°.

Hold STEP and LF for a few seconds to access adjustment of HPC (horsepower constant). Tap STEP to exit.

%HP display will change when HP constant is adjusted. Hold STEP and LF for a few seconds to access MAP calibration. Tap STEP to exit.

Hold STEP and LF for a few seconds until ADJUST shows. Adjust (by ±3.0 in Hg) until MAP gauge equals the altimeter setting on a sea level airport. Tap Step to continue to the next step.

Hold both STEP and LF buttons a few seconds to access KF-set mode (see below) or tap STEP to skip.

29.90Adjust the flashing digit using LF

button. Tap STEP to select next digit. Hold both buttons to save and exit KF-set mode.

N—No—Selects resetting fuel USED to zero after performing EDM FILL process (after you filled aircraft).

Y—Yes—Selects continuously accumulating total fuel USED, rather than resetting to 0 after EDM FILL process.

Selects GPS Com Formats. Hold STEP and LF for a few seconds to

access setting TIME:6, MNTH:5, DAY:7,

YEAR:9, HOUR:14, MIN:35, N------. Note: hold STEP & LF to edit N------.

Tap STEP to save. ‘Y’ for LOP default; ‘N’ for ROP default. Y—Yes to exit; N—No to review list again.

Page 46 Engine Data Management

Section 7 - Programming Horsepower Constant

For EDM’s equipped with FF, RPM, OAT and MAP, you will adjust the HP Constant once for your aircraft (NOTE: perform MAP adjustment prior to this process) Follow the steps below:

1. Prior to takeoff, with the engine running, enter Pilot Program Mode

(hold STEP and LF until ‘PROGRAM’ is displayed).

2. Tap STEP until you see HP ADJUST. Hold both STEP and LF until you see HPC=108 (your value may be different). Try changing the constant by tapping/holding the LF button. Note that the %HP gauge value changes as you change the constant. This adjustment will be performed while airborne.

3. Once airborne, by reference to the Aircraft Flight Manual (AFM), not the EDM , setup a constant power setting of 70% in straight and level flight below 10,000 feet (be sure your mixture is Rich of Peak). If necessary, re-enter the HP constant mode (steps 1 & 2 above). Adjust the HP constant until the EDM’s %HP is as close as possible to 70%. Note: the reading is the percent of maximum HP, not

actual HP.

4. Tap the STEP button to save and exit.

Section 8 - 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.

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 a few seconds.

3. Tap STEP to index to HP ADJUST.

4. Hold both the STEP and LF buttons and you will see HPC=108 (note: your value may differ from ‘108’).

5. Hold both the STEP and LF buttons and you will see MAP 0.0 .

6. You will need to determine and set the absolute air pressure (this is what MAP displays). Depending on your airport elevation, use either method ‘A’ or ‘B’ below:

A. Airport at sea level: adjust the MAP gauge digital display to the

airport ATIS altimeter setting (or to your altimeter Kollsman

For Your Safe Flight Page 47

window if no ATIS available) by tapping/holding the LF button. The range is +/- 3 in HG.

B. Airport above sea level: the table below shows MAP for a given

field elevation (down the left side of the table) and altimeter setting (along top row of the table). Find the closest entry in the table to your field elevation and current altimeter setting. Interpolate if necessary. Adjust the MAP gauge digital display by tapping/holding LF button. The range is +/- 3 in. HG.

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

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 1000 28.0 28.2 28.4 28.5 28.7 28.8 28.9 29.1 29.3 29.5 29.7 29.9 2000 27.0 27.1 27.3 27.5 27.7 27.8 27.9 28.1 28.3 28.5 28.6 28.8 3000 26.0 26.2 26.3 26.5 26.7 26.8 26.9 27.1 27.2 27.4 27.6 27.8 4000 25.0 25.2 25.4 25.6 25.7 25.8 25.9 26.1 26.3 26.4 26.6 26.8 5000 24.1 24.3 24.5 24.6 24.8 24.9 25.0 25.1 25.3 25.5 25.6 25.8 6000 23.2 23.4 23.6 23.7 23.9 24.0 24.0 24.2 24.4 24.5 24.7 24.8 7000 22.4 22.5 22.7 22.8 23.0 23.1 23.1 23.3 23.5 23.6 23.8 23.9

For this method, 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.

7. Tap the STEP button to save.

Section 9 - 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-toyellow. 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 a few seconds until you see the word PROGRAM for two seconds.

Tap STEP to advance to the next

item

PROGRAM Appears for two seconds.

Tap the LF button to

sequence through

these values

Comments

Page 48 Engine Data Management

RATE 4 hold STEP and LF buttons

ORIG T ?N TIT +0 - 975 … + 975 Tap the LF button to lower the

NY

simultaneously for several seconds to access the next sequence. Y—Yes—selects factory original TIT probe and proceeds to the next step.

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 10 - 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 continue to accumulate for all subsequent flights.

 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 tenth gallon of fuel flow. Before installing the transducer, write down the K factor here _________. To enter the number into the EDM, place a decimal point two places from the right of the number. For example if the K factor written on the fuel flow transducer is ‘2912’ enter 29.12 in the EDM K factor parameter field.

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.

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.

For Your Safe Flight Page 49

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

Setting the K factor

This procedure differs somewhat from setting other parameters. If you haven’t already done so, start the pilot programming procedure by simultaneously holding the STEP and LF buttons for a few seconds until you see the word PROGRAM appear.

1. Tap STEP button to advance to the KF-SET screen KF=29.90 .

2. Hold both the STEP and LF buttons for a few seconds until the first digit

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

3. Tap or hold the LF button to change flashingdigit: 19.00

4. Tap STEP button to move to next digit: 19.00

5. Tap or hold the LF button to change flashingdigit: 18.00

Page 50 Engine Data Management

6. Tap STEP button for next digit: 18.00

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

8. Hold STEP and LF buttons until the parameter is saved.

Accumulate Total—Trip Total

Select this from the Pilot Program Mode. Select ‘N’ if you wish to display total fuel used since the last time you informed the EDM that the aircraft was refueled. Select ‘Y’ to display total fuel used for an extended trip with multiple fuel stops. This selection affects only the USD parameter.

GPS-C Comm settings

Select this from the Pilot Program Mode. The GPS-C setting selects the format of the fuel data output of the EDM. See page 57.

Section 11 - Programming Long Term Data Memory

If you haven’t already done so, start the Pilot Programming Mode by holding the STEP and LF buttons for a few seconds until the word

PROGRAM appears 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, hold STEP and LF buttons for five seconds until ‘TIME: 6’ appears. Then set the data memory parameters as show below:

For Your Safe Flight Page 51

STEP LF

TIME: 2 …500 MNTH: 1 … 12 DAY: 1 …31 YEAR: 00 … 99 HOUR: 00 … 23 MIN: 00 … 59 N-----

N 123456

END? Y

Record time interval, in seconds Month Day Year (note: represents 2000 through 2099) 24 hour time. We suggest you use 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 12 - Factory Limits and GPS

Factory Set Default Limits—Non-Primary

JPI

conservatively sets the default alarm limits below Lycoming and Continental recommendations. This is an example of default limits. Your actual aircraft alarm limits may differ from these:

Parameter DefaultLow Limit Default High Limit Alarm Example

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

465 CHT2

280 OIL

1720 TIT

65 CLD

525 DIF

22 .4 BAT

17.6 BAT

46.3 MAP

00.20 H.M

7.2 REM

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.

Changing the Alarm Limits/TankCapacity

You may prefer to set your own alarm limits or set up your usable fuel in the main and, optionally, aux 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 below:

Page 52 Engine Data Management

The display will then sequence similar to the example chart below. Tap the STEP button to advance to the next item in the list. Tap the LF button to select values for 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 apply to EDM’s equipped with the Fuel Flow Option. Example sequence and procedures for changing the alarm limits or main tank capacity shown below:

Tap STEP for

next item

FAC? N ENG F

LF sequences through

these value ranges

NY FC

16.0 H BAT 10.0 … 35.0

12.0 L BAT 8.5 … 30.0 500 DIF 30 … 990

450 H CHT 90 … 500

-60 CLD -5 … -200

1650 TIT 650 … 2000

230 H OIL 40 … 500

90 L OIL 10 … 250 20 L O-P 0 … 99

2700 RPM 1000 … 3500

42.0 MAP 25 … 90

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 Oil pressure low limit set in 1 pound increments High RPM alarm (when equipped with RPM) MAP overboost alarm when equipped with RPM

For Your Safe Flight Page 53

FUEL GAL

GAL KGS LTR LBS



  

MAIN=50 0 … 999 AUX? N

NY

AUX=0 0 … 250 MIN =45 0 … 60

REM =10 0 … 200

CARB?

RECRD

NY

YN

ONLY? Y

DATARATE=

9.619.2

9.6 CYL=6 4 … 12

HP = 180 60 … 500 EC =14.90 12.00 … 16.00 DISPLAY? 1=O-T… 9=OAT

BACKLIGHT

-50 … 50 ADJUST = 30 END? Y

Y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 highest filter Long Term Memory. Y—only data recording. N—also real-time serial data output. Select serial data rate for real-time serial data output. Set the number of cylinders. See page 56 for exceptions. Set the engine HP

Set the Engine Constant Select linear gauge

preferences (choices vary by options) Sets user LCD backlight intensity preference

Y—Yes to exit; N—No to review list again

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

Page 54 Engine Data Management

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 automatically 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.

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. Another scenario is if you have tank tabs and sometimes fill only to the tabs. In this case you may set the auxiliary tank capacity to the difference between full tank capacity and tab capacity. Note: The EDM does not differentiate fuel flow between the main and auxiliary tanks; it tracks only total usable fuel in the aircraft.

Low Time Alarm Limit

Select the value of the time remaining, in minutes, that triggers the alarm. Time remaining is determined by dividing the current calculated fuel remaining by 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 a calculated value and is dependent on what you’ve programmed into the EDM when refueling and the performance of the fuel flow transducer.

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 (the reading is smoother).

For Your Safe Flight Page 55

Number of Cylinders

This affects only RPM capable EDMs. 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=12.

HP and EC Constant settings

These adjustments set the parameters for the HP calculations in the EDM. Set the Rated HP for your particular aircraft (for example, a 300 horsepower engine: HP=300). Set the Engine Constant for normally aspirated or turbo normalized: EC=14.90 or for turbo boosted: EC=13.75. To change the EC field value, hold STEP and LF until the digit flashes. The flashing digit can now be edited using the LF button. Tap STEP to advance to the next digit. Hold STEP and LF until the change mode is exited, which will save the value.

Entering the Tank Capacity

To initialize or change the tank capacities, hold the STEP button while turning on the power to the EDM. (Note: these can also be accessed via Pilot Program Mode). The following program steps will be displayed:

Tap STEP

to advance

MAIN=50 0 … 999 AUX? N AUX=0 0 … 250

Tap the LF button to sequence

through these values

NY

Comments

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

Page 56 Engine Data Management

Navigation GPS Data Formats

GPS radios communicate with other equipment in various formats to suite intended usage. You will need to determine what GPS mode is best suited for your installation and set up both your GPS and EDM for compatibility.

For incoming GPS data, the EDM automatically configures itself for one of three industry standard data formats, hence there is no EDM selection necessary for the EDM to receive the incoming data. The table below is for reference only:

Data OUT OF GPS → INTO EDM

Format Baud rate Description

NMEA-183 (Marine Nav Data Format)

Aviation Data Format

Northstar binary

4,800 This is the format formost handheld GPS receivers.

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

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

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

1,200 M1 setupselect “NO EXTENDED”, “NAVONLY”

Note: If you connect a handheld, set its to output ‘NMEA-183’.

The EDM sends formatted data to the GPS relating to fuel flow. This format must be selected in Pilot Program Mode to match what the GPS expects to receive. The table below depicts the available EDM choices:

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

Data OUT OF EDM → INTO GPS

GPS-C Description

0 No fuel data output 1 Garmin (Shadin Miniflow format) 2 Allied Signal (format B) “To waypoint only” 3 Arnav/EI Signal Format 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”

For Your Safe Flight Page 57

Diagnostic Messages for Fuel Flow and GPS

The following tables depict various messages you may see when a malfunction or signal problem exists:

Fuel Flow Transducer Diagnostics

0.0 GPH Zeros indicate fuel flow signal is too low to register.

0.0 FF ‘FF’ flashing indicates loss of fuel flow signal.

--:-- H:M Dashes indicate no fuel flow signal.

GPS Interface Diagnostics

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

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

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.

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.

Navigation Data Ports for GPS Communication

Navigation Data input to the EDM (an output from the GPS)

EDM can accept RS-232, TTL, RS-423, RS-422 SDA. Serial data format: 8 bit data, 1 start bit, 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 (independent of the EDM’s GPS-C setting).

Page 58 Engine Data Management

Fuel Data input to GPS (an output from the EDM)

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

EDM Output format is normally fixed by the GPS-C number you chose, but may be over-ridden when the EDM auto-senses certain incoming GPS navigation formats. For example, if the EDM senses Northstar or NMEA-183 navigation data formats coming in, the EDM will not send fuel data to the GPS.

Section 13 - Options Connector Pin Assignments

P1 25-pin connector for 4 or 6 cylinder engines. See

P3 MAP-RPM 9-pin connector

P4 Fuel Flow Option

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

no.

yel 1 red 2 Oil Temp grn 1 RPM sig /1 1 RS-232 out yel 3 red 4 IAT blk 2 RPM grd /2 2 RS-232 in

yel 5 red 6 CRB/CDT red 3 RPM pwr /3 wht 4 FF signal 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 TIT2 wht 6 Oil P term 7 Switch com

Pin no.

gry 12 Remote

red 13

wht 24 RS-232

blk 25 Ground at

Probe or

function

alarm

+ Power 14/28 vdc

data port Engine

Pin no.

blk 7 Oil P term 8 Switch EGT wht 8 MAP sig+ /2 9 Switch FF grn 9 MAP sig- /4 11 Remote FF

Function/

sensor pin

Pin no.

Function

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

For Your Safe Flight Page 59

Section 14 - Display Customization

You can customize the linear gauges to your preference. Enter Program Mode, then tap STEP until ‘END? Y’ appears. Hold STEP and LF to enter

‘FAC LIM’ mode. Tap STEP until you see ‘CUSTOMIZE DISPLAY?’.

Hold STEP and LF until ‘1=GPH’ appears (GPH may differ on your unit). Tap LF to choose a new function for this position. Tap STEP to accept and move to next position. Repeat until you are satisfied with the choices. Hold STEP and LF to save and exit. Now review your custom layout.

Examples of ‘Position Numbers’ for different layouts:

Page 60 Engine Data Management

Section 15 - 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 16 - Technical Support

JPI

offers both e-mail (support@jpitech.com) 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 714-557-9840

www.jpinstruments.com and www.jpitech.com

For Your Safe Flight Page 61

Section 17 - 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 62 Engine Data Management

Section 18 - EDM-851 TWIN ENGINE ADDENDUM

The following provides instructions for install / operation of the EDM-851 Twin Engine configuration. Each EDM-830 instrument is installed to its respective engine as if it were a single. One EDM operates as a ‘Master’, and the other operates as a ‘Slave’. This allows each instruments fuel computer values, such as total fuel remaining, total fuel used, hours of endurance and so on, to be combined and displayed on the Master.

The main differences for the twin installation (versus a single) are:

1. An interconnect cable (JPI PN 700725) is installed between the two instruments, allowing them to cross-communicate. See ‘Illustration A’ below.

2. The right engine EDM acts as a ‘Slave’ unit and certain connections must be made as follows:

a. If you do have the fuel flow option, install the supplied P4 harness (JPI

PN 700709-4) to the ‘Slave’ EDM. Install the other P4 harness (JPI PN 700709 no dash number) to the ‘Master’ EDM. Note: EDM <-> GPS connections are only made between the GPS radio and the ‘Master’ EDM. None are made to the ‘Slave’ EDM.

b. If you do not have the fuel flow option, install the supplied P4 plug (JPI

PN 700709-5) to the ‘Slave’ EDM.

The following arereminders regarding installation requirements that must be followed:

- Each EDM unit shall be powered by a dedicated circuit breaker.

- Each EDM unit shall be grounded directly to the engine that it is monitoring (not the aircraft ground bus).

- Pilot Programming Mode and Factory Limits Mode should be performed on each EDM unit to match them to the installation requirements. NOTE: these parameters are intentionally not synchronized between the units. You must program BOTH EDM’s.

For Your Safe Flight Page 63

Section 19 - Index

* Pre-leaning procedure:, 25

Accumulate, 46, 51

total, 42 Adapter probe, CHT, 32 Adjusting

K-factor, 49

OAT, 46

TIT, factoryoriginal, 48 Alarm Display Lights, 60 Alarm limits

changing, 52

factory defaults, 52

fuel flow, 55 Alarms, 35

low fuel, 55

priority, 36

resetting, 36 ALL, 47

select switch, 42 Allied Signal, 57 Automatic indexing mode, 15 Automatic mode, 20 AUX, 54, 56 Auxiliary tanks, 55 Avgas, 36 Aviation data format, 57

Baud rate, 58 Blinking display, 23, 24, 28, 35, 37 Brightness, display, 8 Buttons

front panel, 16

Calibration

horsepower, 47

internal self test, 20

K-factor, 49

manifold pressure (MAP), 47

OAT, 46

TIT, factoryoriginal, 48 CARB?, 54 Carburetor, 55, 56

ice, 34 temperature, 43

Celsius

engine temperatures, 53

OAT, 46 Changing alarm limits, 52 CHT

display, 14

probe, 6, 32

too high or too low, 32, 35 Climb, 29 Combustion, 6, 36, 61 Compression, 6, 34

high, 36

low, 33 Compressor discharge temperature,

CDT, 43 Connector

option pins, 59 Cowling, obstruction, 34 Custom programming, 45

alarm limits, 52

fuel flow option, 49

Long Term Memory Option, 51 Cylinder numbers, 10

Data

GPS formats, 57

ports, GPS, 58

Default alarm limits, 52 Descent, 30 Detonation, 35, 36 Diagnosing engine problems, 32, 36,

48, 49, 52

Diagnostic

fuel flow messages, 58

GPS interface messages, 58

self test, 20 DIF, 35, 43, 53 Dimming, display, 8 Display

CHT, 14

digital, 10, 11

EGT, 14

flashing, 23, 24, 28, 35, 37

TIT, 15 Dot index, 10

Page 64 Engine Data Management

Download, 44

Economy, best, 7 EDM-711, 60 EGT

alarms, 35 display, 14 loss, 33 probe, 6 resolution, display, 46 select switch, 42

too high, 31, 33 too low, 31, 34

Engine

diagnosis chart, 33

run-up, 29 Enunciator, alarm, 35 Exclude parameters, 21 Exhaust leak, 29, 35 EzPlot, 44

Factory default alarm limits, 52 Factory original TIT probe, 48 Fahrenheit

engine temperatures, 53

OAT, 46 Failure to pre-lean, 31 FF, select switch, 42 First cylinder to peak, 25 Flashing display, 23, 24, 28, 35, 37 Flat EGT response, 35 Fouled spark plugs, 9 Fuel

accumulate, 42

auxiliary tank capacity, 55

capacity, 55

injectors, 35

injectors, clogged, 6, 29, 34

Octane, 35

pump, 35

remaining, 43

required, 43

reserve, 43

start up, 38

tabs, tank, 55

tank capacity, 55

used, 43

Fuel flow

alarm limits, 55

connector, 59 diagnostics messages, 58 units, 55

Full throttle, 29

Gallons per hour, 43 GAMI, 22, 28 Gasket probe, 32 Gasket, manifold, 29, 35 GPH, 43 GPS

comm settings, 51 constant, 46

data formats, 57 data ports, 58

GPS-C, 46 interface diagnostics, 58

H.S, 43 Hastaloy, 28

HBAT, 53 HCHT, 53 HOIL, 53

Holding a button, 17 Horsepower

constant setting, 47

Ice, carburetor or induction, 34 Ignition, 35

timing, 33 Include parameters, 21 Index dot, 10

Indexing

rate, 49

sequence, 43 Induction, 34

air temperature, IAT, 43 Informing the EDM-700

startup fuel, 38 Initial tank capacity, 56 Injectors. See Fuel, injectors Intake valve, 33

For Your Safe Flight Page 65

K-factor

changing, 46, 51 determing, 50

KPH, 43

LBAT, 53 Leak

manifold, 35 Leak, manifold, 29 Leanest cylinder, 23, 24 LeanFind

button, 17, 18

description, 15

mode, 22 Leaning, 6, See also, LeanFind

by TIT, 28

too quickly, 31 LF. See LeanFind, See LeanFind Lights

Alarm Display, 60 LOIL, 53 Long Term Memory Option

operation, 44 Low fuel alarm, 55 LPH, 43

Magneto check, 29 MAIN, 54, 56

Manifold Air Pressure (MAP)

calibration, 47

Manual indexing mode, 15 Manual mode, 21 MAP

display, 13 Methods

leaning, 22 Miles per gallon, 43 Misapplications, 31 Missing

column, 33 Mixture, 6, 25

best economy, 7

best power, 7 Modes, 15, 20 MPG, MPK, MPL, MPP, 43

Nautical miles per gallon, 43 Navigation data formats, 57 NEW, 47 NMEA-183, 57 NO COM, 58 NO SIG, 58 NO WPT, 58 Normalize view, 9 Northstar binary format, 57 NRM, 9

OAT

calibration, 46

F or C, 46 Octane, 35 OFF, 17, 36, 52 Off-scale EGT bars, 31 OIL, 43 Oil temperature, 43

Operation

fuel flow option, 37

temperature scanner, 8 Option connector, 59

Panel

Alarm Display, 60 Parameter indexing, 19, 42 Peak EGT, 25 PEAK EGT, 23, 24, 26 Percentage view, 9 Pilot programming, 45

alarm limits, 52

data recording, 51

fuel flow option, 49 Pin assignments, option connector, 59 Power, best, 7 PPH, 43 Pre-ignition, 34, 36 Primary

Alarm Display, 60 Priority, alarm, 36 Product support, 61 Programming, 45

alarm limits, 52

data recording, 51

Page 66 Engine Data Management

fuel flow option, 49

Rate

baud, 58 fuel flow, 37, 43 indexing, 49 shock cooling, 30

Real-time, 54 Record, on, off, 54

Recording. See Long Term Memory

Option

RECRD?, 54 Reference reading, 61 REM, 43 REQ, 43 RES, 43 Reset

alarm limits, 52 alarms, 36

Resolution, EGT display, 46 Rich of Peak, 22 Rough engine, 33 RPM

display, 13 RS-232, 58 Run-up, 29

Scanner®, 14 Scanning. See Indexing Select switch, 42 Setting the K factor. See Fuel Flow Setup, 45

alarm limits, 52

fuel flow option, 49

Long Term Memory Option, 51 Shadin Miniflow, 57 Shock cooling, 21, 30, 32 Spark plug

fouling, 9, 29, 33

Startup

diagnostics, 20

fuel, 38 STEP button, 17

Stuck valve, 33 Switch, select, 42

Tabs, tank, 55

Tachometer. See RPM Take-off, 29 Tank capacity

entering at power up, 56

Tanks, fuel

capacity, 55

tabs, 55

Tapping a button, 17

Technical support, 61 Test, self, 20 Time to empty, 43 Timing, ignition, 33 TIT, 28

display, 15

factory original probe, 48 Toggle, N, P, 9 Total fuel, 42

used, 43 Transducer, fuel flow, 37 Turbocharged Engines, 28

Uniform, CHT, EGT not, 34 Units, fuel flow, 55 USD, 43

Valve

lifter, 33

stuck, 33 Vapor, 35 View

change diagram, 17

normalize, percentage, 9 Voltage, 43

Warranty, 62

For Your Safe Flight Page 67

QUICK REFERENCE GUIDE

Normalize View

1. Hold LF for three seconds.

2. ‘NRM’ should appear and EGT

column heights will center.

Percentage View

1. Hold LF for three seconds.

2. ‘NRM’ should disappear and

EGT columns will return to absolute temp heights.

Automatic Scan

1. Tap LF.

2. Tap STEP.

Exclude a Parameter in Auto-Scan

1. Tap STEP to select the

parameter to exclude.

2. Tap both STEP and LF.

3. Decimal point appears before parameter name, indicating it is now excluded.

Change Auto-Scan Indexing Rate

1. Hold both STEP and LF until the display shows

PROGRAM, followed by FUEL? N.

2. Tap STEP to find RATE 4*.

3. Tap LF to change from 1 to 9 (this is the time, in seconds, between parameters during auto-scanning). Set to 0 to disable auto-scanning.

4. Tap STEP to find END? Y, then tap STEP to exit

Transfer Data in Memory

1. Tap STEP to clear any alarms.

2. Insert USB Drive into the EDM data port.

3. DUMP NEW should appear.

4. Tap STEP to select the download choice (NEW, ALL or EXIT).

5. Tap STEP to initiate transfer.

6. Wait for the normal engine

monitor display to re-appear.

7. Remove USB Drive.

Initializing Tank Capacity

1. With power off, hold the STEP button in, then turn power on. Hold button in until the first item in table below appears:

MAIN=50 Main tank capacity,

in units selected

AUX? N Y—Yes—aircraft

has auxiliary tanks

AUX=0 Auxiliary tank

capacity

2. Tap STEP to select the desired item. Tap or hold LF to change its value. Then tap STEP to save.

3. After this initialization, you should now add/subtract fuel in the EDM to make REM equal what is actually in your tanks.

Reset Fuel Used to zero in flight

1. Tap STEP to find USD.

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

Page 68 Engine Data Management

Filled Tanks

Note: if ‘FILL? N’ is visible, start at ‘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 120*

6. Tap STEP to accept.

Added or Removed Fuel

Note: if ‘FILL? N’ is visible, start at ‘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 accept.

Reset an Alarm

 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 one minute.

2. Tap LF (if you see LOP, hold both STEP and LF until you see ROP).

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

LEANEST followed by 1545 SET*

4. To see the peak EGT of the first cylinder to peak and fuel flow :1560 PK*or 1560 13.5*, hold LF.

5. Enrich mixture to set desired temperature.

Leaning Lean of Peak

1. Pre-lean mixture and wait one minute.

2. Tap LF (if you see ROP, hold both STEP and LF until you see LOP).

3. Lean mixture until you see inverted columns.

4. Continue leaning until column flashes and the word RICHEST appears. Temp dif below peak of the last cylinder to peak and the fuel flow now appear.

5. To see the peak EGT of the first cylinder to peak and the delta fuel flow (GAMI spread), hold LF and see 1560 1.0*.

6. Lean mixture to set desired temperature.

* Values may vary depending

on your installation.

For Your Safe Flight Page 69

Pilot’s Guide

Supplement

Engine Data Management

EDM-740 Experimental

Model

J.P. INSTRUMENTS INC.

Information: P. O. Box 7033 Huntington Beach, CA 92646 Factory: 3185 B Airway Costa Mesa, CA 92626

PH: (714) 557-5434 PH: (800) 345-4574 FX: (714) 557-9840

www.jpinstruments.com www.jpitech.com

www.BuyJPI.com

Support@jpitech.com

Printed in the United States of America Rev NC 11/17/2009

Last printed 3/11/2011 8:44:00 AM

For Your Safe Flight Page 70

EDM-740 Pilots Guide Supplemental Information

This section describes the added capabilities and operation of the EDM740 model. The added capabilities are:

Fuel Pressure: Monitors fuel pressure ranges for either carbureted or

injected engines. Fuel pressure is displayed in the ‘Scanner’ area and optionally as a linear gauge via ‘Display Customization’. Sensor type and low and high fuel pressure alarm limits are programmable in the Factory Limits setup area.

Amps: Monitors positive or negative amperage flow at the location of

your choice - typically either a bus ‘loadmeter’ or battery ‘charge/discharge’ configuration. Amps is displayed in the ‘Scanner’ area and optionally as a linear gauge via ‘Display Customization’. Low and high amps limits are programmable in the Factory Limits setup area.

Fuel Level: Addendum f Monitors fuel tank levels (maximum of two).

Fuel level is displayed in the ‘Scanner’ area and optionally as a linear gauge via ‘Display Customization’. Calibration is performed in the aircraft and saved inside the instrument. The most popular resistive, voltage or frequency output level sensors are compatible (not supplied). The calibration data entry and low fuel level alarm values are programmable in the Factory Limits setup area. See ‘Factory Limit Program Mode additions’ section below. Detailed calibration instructions can be found in the Installation Instructions or the EDM-740.

HOBBS: The hobbs function displays total engine running time. This is

visible for several seconds when the instrument is first turned on, after the engine is stopped or via the Pilot Program Mode.

Clock: The clock function is displayed in the Scanner area in 24 hour

format (00:00:00 to 23:59:59). This is initially set via the Pilot Program Mode.

Timer: The timer function is displayed in the Scanner area and provides

Hours:Minute:Seconds resolution. While displayed, the timer count can be started and stopped, by tapping the LF button. Holding LF resets the timer.

For Your Safe Flight Page 71

EDM-740 Program Mode additional choices

Pilot Program Mode additions

HOBBS: 1234.9 Displays engine total running hours.

Factory Limit Program Mode additions

LO AMPS=0 Tap/hold LF to change value. Tap STEP to

AMPS ADJ0

HI AMPS=100 Tap/hold LF to change value. Tap STEP to

FUEL PRESSURE Hold STEP and LF for a few seconds to

FP=30 PSI 2W FP=150 PSI 2W FP=NONE

save. Hold both STEP and LF buttons for a few seconds to access AMP calibration choice below.

Hold both STEP and LF buttons to enable adjustment. Tap/hold LF to change value. Hold both STEP and LF buttons again to save.

save.

access sensor selection. Tap/hold LF to change selection. Tap STEP to

save.

LO F-P=1.0 Tap/hold LF to change value. Tap STEP to

HI F-P=25.0 Tap/hold LF to change value. Tap STEP to

EDIT FUEL LEVELS? Hold STEP and LF for a few seconds to

LO L-TANK=0 Tap/hold STEP to adjust left tank low alarm.

LO R-TANK=0 Tap/hold STEP to adjust right tank low alarm.

save.

access Fuel Level Calibration (see section on fuel level calibration).

Tap STEP to save.

For Your Safe Flight Page 72

EDM-740 Pilots Guide Supplemental Information

EDM-740 Expansion Module pin to sensor assignments

J7 Harness Amps

Pin / color

1 (wht) 2 (grn) 3 (blk) (N.U.) ‘BLK’ (blk) 4 (red) (N.U.) ‘RED’ (red)

(N.U.) means no connection

Pin / color

2 (wht) Term A (wht) No polarity 3 (grn) Term B (grn)

Shunt Sensor/color

(+)amps (-)amps

J8 Harness Fuel Pressure

2W resistive VDO Sensor/color

Hall Effect Sensor/color

‘WHT’ (wht) (N.U.)

J9 & J10 Fuel Level 1 & 2

Pin / color

1 (grn) Term A Sig Sig (wht) 2 (blk) Ground Gnd Gnd (blk) 3 (red) (N.U.) Pwr Pwr (red)

For Your Safe Flight Page 73

resistive Sensor

0 - 5dc voltage Sensor

VMS Freq Sensor

J.P. Instruments EDM 740 User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual