J.P. Instruments EDM 760 User Manual

EDM-760 Quick Reference Guide

PEAK EGT

Pre-lean

the mixture

Tap LF

button

Lean the

mixture

Stop at

peak

Enrich to

peak or

100° rich of

peak

t a p S T E P b u t t o n

t a p L F b u t t o n , t h e n S T E P b u t t o n

L F

t a p S T E P b u t t o n

t a p L F b u t t o n

t a p

b o t h

S T E P a n d L F

s i m u l t a n e o u s l y

T o g g l e

i n c l u d e /
e x c l u d e

p a r a m e t e r i n

i n d e x i n g

D i s p l a y s p e a k

E G T v a l u e

A U T O I N D E X :

p a r a m e t e r s

i n d e x e d

a u t o m a t i c a l l y

M A N U A L

I N D E X :

p a r a m e t e r s

i n d e x e d w h e n

S T E P i s t a p p e d

L E A N F I N D :

s t a r t s

L e a n F i n d

p r o c e d u r e

r e l e a s e
b u t t o n s

r e l e a s e L F b u t t o n

h o l d L F b u t t o n

How to use LeanFind (page 13)

How to Change Modes (page 7)

EDM-760 enters Automatic indexing mode two minutes after power up

How to …

interpret CHT trends page 6 reset an alarm page 26
lean turbocharged engines page 19 set start up fuel page 29
diagnose engine problems page 23 accumulate total fuel page 30
calibrate OAT readings page 37 reset fuel used page 30
change from °F to °C page 37, 44 set fuel tank capacity page 47
dump data to a PC page 36 set K factor page 41

Note Tank size can be entered by holding in the step button upon
start-up.

Specifications

FAA Approved

Indicator TSO & STC
Fuel Flow Option STC

Display Size:

3 1/8 in panel mount

3.5 in. sq., 7.5 in. deep

Common Mode Range:

+ 4v, rejection > 80db

Analog Thermocouples

Response curve: All Linearized.

Resolution: 1.0 oF

Accuracy: + 1.0 oF
Calibration: type K (J CHT avail.)

Operating Temperature Range:

-40 to 195 oF

Temperature Range:

EGT bar graph: variable

EGT, TIT digital: -40 to 2500 oF

CHT, OAT, IAT: -40 to 800 oF

Analog input channels:

12 Exhaust Gas Temperature (EGT)
12 Cylinder Head Temperature (CHT)
2 Turbine Inlet Temperature (TIT)
2 additional channels
(either OIL, CRB or second TIT)
1 Outside Air Temperature (OAT)
1 System Bus Voltage (BAT)

Resolution and Display Range (Fuel Flow Option)

display maximum display value resolution

K factor range: 5,000 to 99,990 10

Fuel flow: Accuracy (8 to 60 GPH) 1 %

140.0 GPH at K factor 85,000 0.1 GPH

410.0 GPH at K factor 29,000 0.1 GPH
820 PPH at K factor 85,000 1 PPH
2400 PPH at K factor 29,000 1 PPH
560 LPH at K factor 85,000 1 LPH
1640 LPH at K factor 29,000 1 LPH
372 KPH at K factor 85,000 1 KPH
1088 KPH at K factor 29,000 1 KPH

Fuel Remaining: 999.9 Gal 0.1 Gal

999 Lbs., L, or Kg 1 Lb., L, or Kg

Fuel Used: 999.9 Gal. 0.1 Gal

9999 Lbs., L, or Kg 1 Lb., L, or Kg

Time to Empty: 50 hours 1 minute

Long Term Memory

Data capacity: up to 17 hours sampled every 6 seconds
Recording rate: programmable, every 2 seconds to 500 seconds

Pilot’s Guide

EDM-760 TWIN

Copyright  1999, 2001, 2003, 2004, 2005 J.P. Instruments, Inc.

All Rights Reserved

Printed in the United States of America

J.P.INSTRUMENTS

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

3/15/2012 13:29:00 a3/p3

Factory: 3185-B Airway Avenue
Costa Mesa, CA 92626

[phone] Fax [phone]

jpinstruments.com ,

JPITech.com and BUYJPI.com

Rev L

Table of Contents

Section 1 - Introduction 1
Section 2 - Displays and Controls 4
Section 3 - Operating Procedures 11
Section 4 - Diagnosing Engine Problems 23
Fuel Flow Option Operation 28
Long Term Memory 34
Personalizing 37
Fuel Flow Option—Formats, Diagnostics 48
Section 5 - Option Connector Pin Assignments 50
Reference Reading 51
Section 6 - Technical Support 51
Limited Warranty 52
Index 53

Section 1 - Introduction

Product Features

EDM-760 Standard Instrument:

• Hands-free, automatic scanning

• Bar graph

• LeanFind mode

• Battery voltage

• Normalize view

• DIF low to high EGT spread

• Shows largest EGT variance

• Oil temperature option

• EGTs to 1°F resolution

• Shock cooling monitoring

• Outside air temperature (OAT)

option

• User selectable index rate

• Alarm “red line” limits

• Fast response probes

• Real-time serial data port

Fuel Flow Option:

• Solid-state pulse generating rotor

fuel flow transducer

• Fuel quantity measured in gallons,

kilograms, liters, or pounds

• Low fuel quantity alarm

• Low fuel time alarm

• GPS interface

• Instantaneous fuel flow rate,

• Total amount of fuel consumed,

• Total fuel remaining, and

• Time to empty at the current fuel

flow rate.

Long Term Memory:

• Records and stores data every 2 to

500 seconds

• Non-volatile memory

• Post-flight data retrieval

• Data retrieval software

• 17 hours data capacity at 6 second

sample rate

Engine Data Management

The EDM-760 Engine Data Management system is the most advanced
and accurate piston engine monitoring instrument on the market. Using the
latest microprocessor technology, the EDM-760 will monitor up to
twenty-four critical measurements in your engines, three 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-760 is constantly “red line”
checking: all critical measurements are automatically checked several
times a second, regardless of the current display status. Leaning is

accomplished quickly and automatically using the LeanFind procedure.

With the EDM-760 it is now possible to have substantially more

CHT probe

EGT probe

cylinder

head

exhaust

manifold

diagnostic information available to you in a timely and usable manner.

The included data memory permits you to record all measurements for
later down loading to your laptop or Palm handheld.

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-760 is captured by fast
response, grounded JPI
temperature probes, that accurately
measure the small temperature
changes—as small as 1°F—that
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
the resulting Exhaust Gas Temperature (EGT).

The following figure depicts the mixture and temperature relationship.

Page 2 Engine Data Management

EGT °F below peakPercent of best power

CHT °F change from

best power

Best

economy

range

Best
power
range

0

-200

-100

-300

-20

20

-60

-40

0

-80

100

85

90

95

80

E

G

T

C

H

T

P

e

r

c

e

n

t

p

o

w

e

r

S

p

e

c

i

f

i

c

f

u

e

l

c

o

n

s

u

m

p

t

i

o

n

Too
lean

LeanRich

Full Rich

(Take-off)

Peak EGT

Leaner Mixture

Peak

Power

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 engines can produce either the highest fuel
economy or maximum power, whichever you choose.

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

For Your Safe Flight Page 3

Section 2 - Displays and Controls

I 4 0 I I 4 5 2

S T E P L F

_

%
M A X

_

J

P

I

1 2 3 4 5 6 T

° F L R P

3 9 0 3 6 3

E G T

C H T

E D M - 7 6 0

C H T s h o w n
o n c a l i b r a t e d
s c a l e

E G T b a r g r a p h
r a n g e i s
8 2 5 ° F ( h a l f
r e d l i n e ) t o
1 6 5 0 ° F

N o r P

i n d i c a t e s
N o r m a l i z e o r
P e r c e n t v i e w





T I T b a r g r a p h ,

O I L a s m i s s i n g

s e g m e n t

 



D o t i n d i c a t e s w h i c h

c y l i n d e r t e m p e r a t u r e s

a r e s h o w n i n t h e

d i g i t a l d i s p l a y



D i g i t a l
t e m p e r a t u r e
i n ° F o r ° C

1 2 3 4 5 6 T

E x h a u s t G a s
T e m p e r a t u r e

( E G T ) i s t h e t o p

o f t h e c o l u m n

C y l i n d e r H e a d

T e m p e r a t u r e

i s s h o w n a s a

m i s s i n g b a r

3 0 0

4 0 0

5 0 0

C H T

The EDM-760 monitors engine temperatures and voltages, assists in
adjusting the fuel/air mixture, and helps diagnose engine malfunctions.
There are three components of the user interface:

• Analog display including cylinder number and index dot

• Digital display for numeric readouts and messages

• Two front panel operating buttons.

Displays

Analog Display

The upper half of the face of the EDM-760 is the analog display.

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



Page 4 Engine Data Management

Temperature Units (°F or °C)

• °F temperatures in the digital display are in Fahrenheit

degrees.

• °C temperatures in the digital display are in Celsius degrees.

To change the display of OAT see “Pilot Programming” on page 37. To
change the display of engine temperatures see “Changing the Alarm
Limits” on page 44.



Cylinder Numbers and Dot Index

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



Normalize and Percentage View Indicators

• Percentage view: when there is a P at the top of the display,

the columns indicate percent of EGT red line. Each column is
composed of a stack of segments. A maximum height column
depicts 100 percent of red line and a one segment-high
column depicts 50 percent 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 there is an N at the top of the display,

the EGT columns are displayed normalized. When you
change to the Normalize view, all column peaks are set to the
same half-height level for trend analysis. Any changes are
shown as an increase or decrease in column height. A one­segment 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 may use
normalize in level cruise.

To toggle between Percentage and the Normalize views, hold the LF
button for three seconds. The analog display becomes half height and the

display changes to the Normalize view. Selecting the Normalize view does
not affect the digital display nor alter the measurement sequence. The

For Your Safe Flight Page 5

CHT display—described later—is not affected by the Normalize or

3 0 0

4 0 0

5 0 0

C H T

Percentage view.

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

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



Bar Graph EGT and CHT

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

• In the Percentage view, the EGT and TIT (or

Oil temperature) columns’ resolutions depend
on the programmed red line limits.

• CHT is displayed by a missing segment or a

single isolated lighted segment, in 25°F increments.

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

Digital Display

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

EGT and CHT

When the dot index is beneath a cylinder number, 1 through 6, the digital
display shows the EGTs on the top (four digits for each engine) and the
CHTs on the bottom (three digits for each engine). Other measurements
are displayed in the digital display as described in the subsection
“Measurement Indexing—without Fuel Flow Option” on
page 10.

Page 6 Engine Data Management

I 4 0 I I 4 5 2

S T E P L F

_

%
M A X

_

J

P

I

1 2 3 4 5 6 T

° F L R P

3 9 0 3 6 3

E G T

C H T

E D M - 7 6 0

3 d i g i t d i s p l a y

o f C H T

L e f t E n g i n e

4 d i g i t

d i s p l a y o f

E G T

L e f t E n g i n e

3 d i g i t d i s p l a y

o f C H T

R i g h t E n g i n e

4 d i g i t

d i s p l a y o f

E G T

R i g h t E n g i n e

1 2 3 4 5 6 T

3 0 0

4 0 0

5 0 0

C H T

C H T s h o w n
o n c a l i b r a t e d
s c a l e

Display Dimming

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

Modes

There are three standard operating modes of the EDM-760: Automatic
indexing, Manual indexing, and LeanFind. These modes will be

described in more detail beginning on page 11. Most of the time you
will operate the EDM-760 in the Automatic indexing mode. When you
first turn on the power the EDM-760 starts in the Manual indexing mode,
but will enter the Automatic indexing mode after two minutes. The three
modes affect primarily the digital display.

Automatic Indexing Mode

Just tap the LF button, then tap the STEP button. No user intervention

is required to use this mode. Each cylinder and each measurement value is
automatically sequenced and shown in the digital display for a few
seconds.

Manual Indexing Mode

Just tap the STEP button. Automatic Indexing stops. Each indexed

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

For Your Safe Flight Page 7

LeanFind Mode

Simply pre-lean, tap the LF button and begin leaning. The EDM-760

will assist you in finding the first cylinder to peak.

Buttons

Buttons, Front Panel

Two operating buttons control all functions of the EDM-760.

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

STEP Button

Located on the lower left side near the instrument face.

• In the Automatic indexing mode, tapping the STEP button will

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

• In the LeanFind mode tapping the STEP button will terminate

the LeanFind mode and change to the Automatic indexing mode.

Secondary functions of the STEP button include:

• In the Manual indexing mode holding the STEP button will

display the previous measurements in the sequence (rapidly
backwards).

• In the programming procedures, described on page 37, tapping

the STEP button will advance to the next item in the list.

• When an alarm is displayed (“Alarms” are described on page 43),

tapping the STEP button will temporarily delete that
measurement 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 measurement from the
sequence for the remainder of the flight.

Page 8 Engine Data Management

LF Button

N: Normalize viewP: Percentage view

hold LF button

for 3 seconds

Located on the lower right side near the instrument face.

• In Automatic or Manual indexing modes, tapping the LF

button will change to the LeanFind mode.

• In Automatic or Manual indexing modes holding the LF

button for three seconds will toggle between Percentage and
Normalize views.

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

found will display peak EGT.

• In the LF mode tapping the LF button twice will mark a data

record in memory.

Secondary functions of the LF button include:

• In the pilot programming procedure, holding or tapping the

LF button is used to increment or decrement parameter values
and toggle between yes and no answers to questions.

STEP and LF Buttons

• Holding both the STEP and LF buttons simultaneously for

five seconds changes to the pilot programming procedure.

• Holding both the STEP and LF buttons simultaneously for

five seconds after tapping LF but before beginning to lean
will toggle between Rich of Peak and Lean of Peak

• Tapping both the STEP and LF buttons simultaneously in

Manual indexing mode toggles to include or exclude the
displayed measurement from the Automatic indexing mode. It
has no affect on the displayed measurements in the Manual
indexing mode.

For Your Safe Flight Page 9

Measurement Indexing—without Fuel Flow Option

The EDM-760 steps through the engine measurements in a specific
sequence. Listed below is the indexing sequence, measurement description
and example of the digital display.

Measurement Example Comments

Voltage, System Bus
Outside Air

Temperature

I4.2
8I BAT
OAT

Battery voltage and OAT °F
or °C

Difference between
hottest and coolest
EGT

EGT, CHT

TIT, Turbine Inlet

Temperature

Oil Temperature

TIT #2 Second Turbine

Inlet Temperature

80 EGT
52
DIF
DIF

I340
I430
376
385

I370
I450
TIT
TIT

I 7 7
I80
OIL
OIL

I450
I460
T I2
T I2

Dot indicates most widely
deviating cylinder

EGT, left, CHT, right. Dot
indicates cylinder

Only one of these three
options may be installed in
the aircraft

Carburetor Temperature

20
25
CRB
CRB

Page 10 Engine Data Management

Shock Cooling

-30

-40

Dot indicates fastest
cooling cylinder

CLD
CLD

The display will pause at each measurement for four seconds in the
Automatic indexing mode. (The four second indexing rate can be changed.
See “Pilot Programming” on page 37.) In the Manual indexing mode, tap
the STEP button to advance to next measurement. Only the
measurements for the options that are installed will be displayed;
uninstalled measurements will not appear.

Section 3 - Operating Procedures

Diagnostic Testing on Startup and During Flight

When your EDM-760 is first turned on, all digits light up for a few
seconds, permitting you to check for non-functional segments. Then each
column is self-tested in sequence while the EDM-760 tests internal
components, calibration and integrity of the probes. If a problem is found,
it will be displayed as OPEN PRB or CAL ERR, followed by the name
of the probe or channel. During flight, probes are constantly checked for
inconsistent or intermittent signals. A faulty channel or probe encountered
during start-up or during flight will be deleted from the sequence,
producing a missing column or blank digital data.

Modes

The EDM-760 has three different operating modes: Automatic indexing,
Manual indexing and LeanFind. When you first turn on the power the

EDM-760 starts in the Manual indexing mode, but will enter the
Automatic indexing mode after a few minutes. The Automatic indexing
mode provides you with engine monitoring information for the majority of
flight conditions. To adjust the mixture, use the LeanFind mode. And to
display specific measurements, use the Manual indexing mode. In both the
Automatic and Manual indexing modes the analog display shows a bar
graph of EGT and CHT for each cylinder and the TIT, if installed (or Oil
temperature, if it is installed and TIT is not installed).

For Your Safe Flight Page 11

Automatic Indexing Mode

Just tap the LF button, then tap the STEP button. No user intervention
is required to use this mode. In the Automatic indexing mode the EDM­760 displays the measurement sequence at a user-selected indexing rate
(see “Personalizing” on page 37).

Individual measurements can be excluded from the Automatic indexing
mode: tap STEP to enter the Manual indexing mode. Tap STEP to index
to the measurement you want to exclude. Then tap both the STEP and LF
buttons simultaneously. Excluded measurements display a decimal point
before the measurement name.

For example:

↓

Included I84 OIL Excluded I84 OIL

Tapping the STEP and LF buttons simultaneously will toggle back and

forth between include and exclude.

• You can program whether every time you turn on the EDM-760, it

will remember which measurements were excluded or defaults to none
excluded. See on page 45.

• All installed measurements are always displayed in the Manual

indexing mode. Exclusion only applies to the Automatic indexing
mode.

• All measurements are checked for alarm conditions every second

regardless of their included or excluded status.

Manual Indexing Mode

Just tap the STEP button. Use the Manual indexing mode when you
want to monitor one specific measurement such as shock cooling during
descent, or a particular cylinder temperature during climbs. To change to
the Manual indexing mode, tap the STEP button once. Subsequent taps
will index the digital display through the measurement sequence (see
“Measurement Indexing—without Fuel Flow Option” on page 10). To
exit the Manual indexing mode and return to the Automatic indexing
mode, either tap the LF button and then tap the STEP button (see “How

Page 12 Engine Data Management

to Change Views” in the front of this manual). You may disable the
Automatic indexing mode. See “Personalizing” on page 37.

LeanFind Mode—Leaning Rich of Peak

• JPI’s EDM-760 provides two methods of leaning: lean

rich of peak (LEAN R) or lean of peak (LEAN L). The

standard method is to lean about 20° rich of peak. With the
advent of GAMI injectors it is now possible to set the mixture
lean of peak—saving fuel and running the engine cooler.
Teledyne Continental recommends lean of peak for the Malibu.
This manual primarily describes the rich of peak method, and
provides the procedure for the lean of peak method. The
factory default method is set to rich of peak, but you can
change this to lean of peak. See Changing the Alarm Limits

Procedure on page 45.

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

A more detailed explanation of the LeanFind procedure follows this step­by-step procedure.

For Your Safe Flight Page 13

EGT °F below

peak

Percent of best

power

CHT °F change from

best power

Best

power

range

0

-100

-50

-20

20

-60

-40

0

-

80

100

85

90

95

80

P

e

r

c

e

n

t

p

o

w

e

r

S

p

e

c

i

f

i

c

f

u

e

l

c

o

n

s

u

m

p

t

i

o

n

Too
lean

LeanRich

Full Rich

(Take-off)

E

G

T

C

H

T

First

cylinder to

peak. Use for

Rich of Peak

leaning

Last

cylinder to

peak. Use for

Lean of Peak

leaning with GAMI
injectors

Peak Power

Best

economy

range

GAMI

spread

Page 14 Engine Data Management

LeanFind Procedure—Step-by-Step

Best

power

Temperature when

column flashes

best economy

leaner

richer

Procedure Example Comments

1 Establish cruise at approx.

65 to 75% power.

2 Pre-lean the mixture to 50°F

on the rich side of the

I490
370

estimated peak EGT on any
cylinder: _____°

3 Wait one minute Let engine stabilize.

4 Tap the LF button

I490
LF

5 Slowly lean the mixture—

approx. 4°/second—while
observing the display. When
there is a 15°F rise in EGT,
LeanFind mode becomes
active.

6 Stop leaning when

a column begins flashing.

I520
LF

(Fuel Flow
Option
shows
flow)

I550
SET

You will see PEAK EGT for
two seconds, followed by:

or with
Fuel Flow

I550
I 2.4

7 If you hold LF, peak EGT will

be displayed while the LF

I560
PEAK

button is held down.

8 Slowly enrich the mixture. the

temperature will increase,

I560 SET

returning to peak.
Stop enriching at the desired
EGT.

Best economy

Best power

I560 SET
I460 SET

*For your first flight with the
EDM-760, use the method
shown below.

Start the LeanFind mode.

Flashing cylinder number
indicates hottest cylinder and
that LeanFind mode is active.

Flashing cylinder number &
column indicates leanest
cylinder. (SET means that
the peaked cylinder is “set”
into the display.) Due to
thermal inertia this will
usually be about 10°F lean of
peak.
Captured peak EGT value is
displayed.

• Peak EGT for best

economy

• 100° cooler than peak for

best power

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

For Your Safe Flight Page 15

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-lean the mixture to about 50° below peak. After pre-leaning, wait for
one minute for the temperatures to stabilize. Next, begin the leaning
process by tapping the LF button.

The LeanFind procedure will begin on the first engine you lean — the one
that first indicates a 15° EGT temperature rise. The examples below
assume the left engine is leaned first. Begin leaning the mixture. When a
15° rise occurs, the LeanFind mode becomes activated, shown when the
cylinder number above the column of the hottest cylinder begins flashing.
LeanFind is not active if a cylinder number is not blinking.

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

To show the progress of the leaning process, the EDM-760 selects the
hottest cylinder for reference in the digital display. In the example below,
the I360 is the current temperature of the hottest cylinder. If the fuel flow
option in installed, instead of LF you will see the fuel flow rate, for
example I2.4.

Page 16 Engine Data Management

I 3 6 0 I 4 5 2

S T E P L F

_

%
M A X

_

J

P

I

1 2 3 4 5 6 T

° F L R P

L F

E G T

E D M - 7 6 0

W h e n L F i s a c t i v a t e d :

T o s h o w t h e p r o g r e s s o f t h e l e a n i n g
p r o c e s s , t h e E D M - 7 6 0 s e l e c t s t h e h o t t e s t
c y l i n d e r f o r r e f e r e n c e i n t h e d i g i t a l d i s p l a y .

1 2 3 4 5 6 T

3 0 0

4 0 0

5 0 0

C H T

D o t o f h o t t e s t

c y l i n d e r f l a s h e s

w h e n E G T

r i s e s 1 5 ° a n d i s

a r m e d t o

p e r f o r m

L e a n F i n d

T e m p e r a t u r e

a n d " L F "

d i s p l a y e d

Continue leaning slowly without pausing. With a vernier mixture control,
turn the knob about a quarter turn every five seconds. With a non-vernier
or quadrant mixture control, lean slowly and smoothly about 1/16 inch
every five seconds. Eventually, one cylinder will reach peak before any of
the other cylinders. The EDM-760 will determine this automatically.
Notice that this cylinder does not necessarily have the hottest EGT.

The EDM-760 will indicate success in finding a peak by displaying the
words PEAK EGT for two seconds, followed by flashing the column of—
and displaying the value of—the EGT of the cylinder that peaked first.
The word SET will also be displayed. (With the Fuel Flow Option the
current fuel flow rate will be displayed on the right side of the digital
display instead of the word SET.) The flashing cylinder will be locked —
or set—into the digital display during the remainder of the LeanFind
procedure to allow you to set the final mixture. The peak EGT value is
remembered by the EDM-760 and will be displayed as long as you hold
the LF button.

You may now enrichen the mixture to operate at peak or continue
enriching to 100° rich of peak, or a value of your choice, consistent with

For Your Safe Flight Page 17

the procedures defined in your aircraft engine manual. If you tap the LF

I 5 6 0 I 4 5 2

S T E P L F

_

%
M A X

_

J

P

I

1 2 3 4 5 6 T

° F L R P

S E T

E G T

E D M - 7 6 0

L e a n i n g R I C H o f P e a k

P E A K

E G T

1 2 3 4 5 6 T

3 0 0

4 0 0

5 0 0

C H T

c o l u m n o f

L E A N E S T c y l i n d e r

f l a s h e s

E G T o f t h e

L E A N E S T c y l i n d e r

d i s p l a y e d w i t h t h e

w o r d " S E T "

d o t i n d i c a t e s

L E A N E S T c y l i n d e r

a n d f l a s h e s

" P E A K E G T "
d i s p l a y e d f o r

t w o s e c o n d s

w h e n p e a k i s

f o u n d

button, the digital display will toggle between displaying the peak EGT or
the number of degrees below peak.

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

Lean of Peak Leaning with GAMI injectors

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

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

Page 18 Engine Data Management

the first and last to peak (GAMI Spread), as well as the richest

- 5

S T E P L F

_

%
M A X

_

J

P

I

1 2 3 4 5 6 T

° F L R P

7 . 3

E G T

E D M - 7 6 0

L e a n i n g L E A N o f P e a k

1 2 3 4 5 6 T

3 0 0

4 0 0

5 0 0

C H T

T e m p e r a t u r e b e l o w

p e a k o f t h e l a s t

c y l i n d e r t o p e a k

C u r r e n t f u e l f l o w

r a t e

L a r g e s t c o l u m n i s

t h e f i r s t c y l i n d e r t o

p e a k

S h o r t e s t c o l u m n i s

t h e l a s t c y l i n d e r t o

p e a k

peak EGT.

Fine Tuning the Mixture

Fuel flow is the critical issue in the leaning process. Uniform fuel
distribution to all cylinders results in the best economy and smooth
operation. Estimate the uniform fuel distribution by the heights of the
EGT columns on the analog display. Uniform fuel balance among all
cylinders occurs when the heights of the columns, displayed in Percentage
view, are uniform. Minor adjustments in throttle position, RPM, and
mixture settings can dramatically improve uniformity of the fuel
distribution. In fuel injected engines, interchanging injector nozzles
between high and low EGT cylinders will improve fuel distribution in
many cases.

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

Turbocharged Engines

The leaning process for turbocharged engines is by reference to the first
cylinder or TIT to reach peak. However, the TIT factory red line may

For Your Safe Flight Page 19

limit the leaning process. TIT red line is generally 1650°F, and up to
1750°F in some installations. If during leaning the TIT exceeds red line by
less than 100°, the LeanFind procedure will continue to operate and the
TIT redline alarm will be suppressed for one minute, allowing you to
complete the leaning process. Otherwise the digital display will show, for
example, I650 TIT and TIT will flash. You will notice that in some
cases the TIT reads 100°F hotter than the hottest EGT. This is caused by
unburned fuel in the exhaust igniting at the turbine inlet.

The reduced size of the JPI Hastaloy-X-tip probes produces faster
response and more accurate than the massive factory installed probe.
Therefore JPI probes may read as much as 100°F higher than the factory
installed probe. However, note that the engines were certified with the
factory installed probe and gauge, and this gauge reading is the limiting
factor when adjusting your engines.

Never exceed red line on the factory installed instruments.

Operation for each Phase of Flight

Engine Run-Up (you can add this to your run-up

checklist.)

Suggested setup:

• Set engine to runup RPM

• 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 and normal oil pressure

• abnormally high CHT

• large drop in EGT on one cylinder in single magneto operation—

may be fouled spark plug.

Page 20 Engine Data Management

Take-Off, Climb, and Full Throttle Operations

Suggested setup:

• Percentage view

• Automatic mode

Verify:

• EGTs and CHTs consistent with past climbs. EGTs should be in

the 1100 to 1300°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 on a carbureted
engine.

• If all EGT columns go off scale to the top of the column, be sure

you are not in Normalize view, as indicated by the symbol NRM
to the left of the horsepower display.

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

Cruise

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

Suggested setup:

• Normalize view

• Automatic mode

Be alert for:

• uneven EGTs (injected engines). Make fine adjustments to

throttle, then RPM, then mixture to level the display columns.

• abnormal patterns of EGTs and CHT. (see “Engine Diagnosis

Chart” on page 24).

Descent

Suggested setup:

• Percentage view

• Manual mode

For Your Safe Flight Page 21

Be alert for:

• CLD: shock cooling alarm is set to -60°F. Average cool rates of

-40°F/minute to –60°F/minute are normal, depending on the
engine size.

Common Misapplications

Some of the more common misapplications made by first-time EDM-760
users are presented here in an attempt to help you avoid similar problems.

Problem Cause Correction

finds a premature
“false” peak.

Peak not found Leaning too quickly. Lean at the speed of

Off-scale EGT bars,
too high or low

First cylinder to peak
is not the hottest

EGTs rise during
single magneto check

EGTs not uniform
during low power
operation

Failure to pre-lean before
performing LeanFind.

Pausing during leaning. Lean continuously, do

Retarding mixture too
slowly.

EDM-760 is in the
Normalize view and later
observe off-scale EGT bar
readings.
This is normal. The first
to cylinder peak is
unrelated to 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.

Follow the pre-lean
procedure on page

13.

not pause.
Lean more quickly.

approx. 10°F per sec.
Set to Percentage
view

Page 22 Engine Data Management

Section 4 - Diagnosing Engine Problems

Normal Engine Limits

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

Measurement Normal range Comments

EGTs in Cruise 1350°F

1550°F

EGT span (DIF) 70 to 90°F

120 to 150°F

TIT 1600°F average

CHTs 350°F(OAT 60°F)

410°F

CHT span 50 to 70°F
OIL 200°F

Shock cooling* -40°/minute

-55°/minute

-200°/minute

• under 200 HP

• high performance

• EGT should drop

200°F when full
throttle is applied

• fuel injected

• carbureted

• 100° higher than

EGT

• normally aspirated

• Turbocharged

• oil cooler thermostat

opens at 180°F

• tightly cowled

• Bonanza

• helicopter

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

If one CHT is reading 20° to 50° above or below the others, this may be
due to that cylinder having a spark plug gasket probe instead of a bayonet
probe. This is necessary because the aircraft’s factory original CHT probe
is occupying the socket in the cylinder head rather than the EDM-760.
This is normal. If the discrepancy is greater, be sure the spark plug gasket
probe is mounted on the top spark plug. An adapter probe is available to
occupy the same socket as the factory original probe. Contact your dealer.

For Your Safe Flight Page 23

Engine Diagnosis Chart

50%

50%

50%

50%

50%

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

Display Symptom Probable

Cause

75° to 100° rise
for one cylinder
during flight

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

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

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.

Recommende

d Action

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

Check EGT for
each mag to
determine 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.

Page 24 Engine Data Management

Display Symptom Probable

50%

50%

50%

50%

50%

Cause

EGT and
CHT not
uniform

Dirty fuel
injectors or
fouled plugs.

Recommended

Action

Check injectors
and plugs. Non­uniformity 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

EGT on
one
cylinder
jumps up
and down
100°

Decrease in
airflow into the
induction system.
Carb or induction
ice.
Engine units set
to Celsius

Burned exhaust
valve. CHT is low
due to low power
output.

Obstruction
under cowling.

Spark plug
fouling at higher
temperatures.

Check for change
in manifold
pressure.

Set alarm limits to
Celsius degrees

Have compression
checked.

Check for improper
installed baffling,
cowl flap
misalignment or
bird nests.

Check spark plug.

For Your Safe Flight Page 25

Display Symptom Probable Cause Recommended

50%

50%

no sharp

peak

50%

50%

Action

Decrease in
EGT for one
cylinder at
low RPM

Sudden off
scale rise for
any or all
cylinders

Loss of peak
EGT

Low
compression.

Pre-ignition,

or

Normalize view,

or failed probe

Poor ignition or
vapor in fuel
injection system.

Check
compression.

Full rich and
reduce power.
Change to
Percentage view.
Check probe

Have magneto
tested.

Decrease in
peak or flat
EGT
response to
leaning
process

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

engine.

Enrich mixture,
reduce power and
relean mixture.
Repeat to find
power setting
where normal
peak is obtained
or run rich.

Below
10,000 ft. full
throttle
causes

Weak or
defective
mechanical fuel
pump.

Apply booster
pump. If EGTs
drop, replace fuel
pump.

EGTs to rise

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

Leaking exhaust
gasket blowing
on CHT probe.

Look for white
powder around
cylinder to
determine leak
area.

low

Alarms

The EDM-760 has programmable alarms. When a measurement falls
outside of its normal limit(s), the digital display will flash with the value
and abbreviation of the alarming item. If the condition triggering the alarm
returns to within normal limit(s), the display will stop flashing the alarm.

Page 26 Engine Data Management

If your installation includes a separate panel mounted alarm warning
enunciator light or audible warning, it too will be activated.

There is no alarm for the individual EGTs because the temperature values
can assume different ranges depending on the flight configuration (run up,
climb, cruise). There is an alarm on the DIF measurement, the difference
between the hottest and coolest EGTs. DIF—or span—is the important
measurement for monitoring the EGTs. See “Factory Set Default Limits”
on page 43 for a list of the alarms and their factory default settings.

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

When an alarm is displayed, holding the STEP button until the word
OFF appears will disable that alarm indication for the remainder of the
flight. See Alarm Limits” on page 43.

Alarm Priority

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

Highest priority

Lowest priority

TIT
CHT
OIL
CLD
DIF
BAT
LO FUEL
LO TIME

TIT over temperature
CHT over temperature
OIL temperature
CHT cooling rate
EGT span
Battery voltage
Fuel remaining low
Fuel endurance low

Pre-Ignition and Detonation

Combustion that is too rapid leads to detonation and possibly pre-ignition.
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.

For Your Safe Flight Page 27

Pre-ignition is caused by hot spots in the cylinder. Ignition occurs prior to
the spark plug firing. The EDM-760 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 engines in less than a minute unless you take
immediate corrective action.

Data Logging

On monthly intervals, you may choose to jot down peak EGT,
measurement sequence values, and cruise engine settings on a data
logging worksheet in the back of this book. Look for trends as well as
absolute values. DIF is a good indicator of the overall health of the
engines. Typical values are less than 80°F for a factory new fuel injected
engine, and less than 150°F for a carbureted engine. If you discover a DIF
spread greater than this, identify the effected cylinder and initiate
preventive maintenance.

Trend data for EGT and CHT is also of value. Any departure from a
cylinder’s baseline requires investigation. Refer to the “Engine Diagnosis
Chart” on page 24. Data logging as a means of identifying trends is of
considerable value in preventative engine maintenance.

Fuel Flow Option Operation

Select Switch

The select switch is a three-position toggle switch mounted on your
instrument panel near the display of the EDM-760. Any alarm warning
will appear regardless of the select switch setting.

• In the EGT (Temperature) position only the installed

temperature (and battery voltage) measurements are displayed
in the digital display in either the Automatic or Manual
indexing modes or during the pilot programming procedure.

• In the FF (Fuel Flow) position only fuel flow measurements

are displayed in the digital display in either the Automatic or
Manual indexing modes or during the pilot programming
procedure.

Page 28 Engine Data Management

• In the ALL (All) position, the EDM-760 both installed

main tank

auxiliary tank

main tank with tab

tab

Auxiliary capacity

Main capacity

temperature and fuel flow measurements are displayed in the
digital display in either the Automatic or Manual indexing
modes or during the pilot procedure.

Start Up Fuel

After initial self-test, you will be asked to inform the EDM-760 of start up
fuel. The EDM-760 will display FUEL for one second, and then flash
FILL? N until any button is pressed. If your aircraft has tank fill tabs and
no auxiliary tanks, you can use the auxiliary tank feature to select either
filling to the tank tabs or topping the tank. See “Main Tank Capacity”
and “Auxiliary Tanks” beginning on page 47 to program the EDM-760
for this feature. The EDM-760 does not differentiate fuel flow between
the main and auxiliary tanks; it considers only total fuel in the aircraft.

During flight you may also inform the EDM-760 of startup fuel using
the pilot program mode, page 37, if you forgot to do so at start up.

Refer to the column in the chart below corresponding to your fuel tank
configuration. Tap the LF button to select one of the four following
fueling choices on the left column of the chart.

LF to
choose

FILL? N
FILL
75

GAL

FILL
I20

GAL
FILL +

GAL

Main tanks only, no

⇓

tabs

Did not add any fuel since last shutdown.

Topped the main
tanks.

(not available) Topped the

Did not top, but added additional fuel to the aircraft, or
removed fuel from the aircraft.

Main tanks

with tabs

Filled only
to the tabs.

main tanks.

Topped the main tanks.
If some additional fuel is
added to the auxiliary
tanks, you will input this
next when .0 GAL is
displayed
Topped both the main
and auxiliary tanks.

Main & Auxiliary

tanks

For Your Safe Flight Page 29

Then tap the STEP button to complete the entry and advance to the
Manual indexing mode.

Adding Fuel and Auxiliary Tanks

If you either

a) added less than full fuel to only the main tanks, or
b) topped the main tanks but have some fuel remaining in the

auxiliary tanks,

then select FILL + and the next display will ask you how much you
added: .0 GAL (or selected units). Hold the LF button to count up, tap
the LF button to count down. The count up will stop at full tanks, since
you cannot add more fuel than would top the tanks.

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

If you topped the main tanks, but have some fuel remaining in the
auxiliary tanks, input how much is now in the auxiliary tanks.

You can “add” a negative amount of fuel if you remove fuel from the
aircraft or wish to correct the total quantity of fuel on board.

Accumulate Total—Trip Total

You may either display total fuel used since the last time you informed the
EDM-760 that the aircraft was refueled, or
for an extended trip with multiple fuel stops. This selection affects only
the USD measurement. How to select whether to accumulate or reset is
described in “Pilot Programming” beginning on page 37.

Resetting “USED”

Every time you inform the EDM-760 that the aircraft is refueled, the
amount of fuel used is set to zero, unless the instrument is programmed to
accumulate. The display of fuel used pertains only to the fuel used since
the last time you informed the EDM-760 that the aircraft was refueled.

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

Fuel Management

Without a means of measuring fuel flow, you must rely on the aircraft
fuel gauges or total time of flight. Aircraft fuel gauges are notoriously

Page 30 Engine Data Management

inaccurate (they are only required by the FAA to read accurately when
displaying empty). And measuring time of flight is only an approximation,
and assumes a constant fuel flow rate for each phase of flight.

The EDM-760 Fuel Flow Option uses a small turbine transducer that
measures the fuel flowing into each 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 the engine
has consumed. Prior to engine start you inform the EDM-760 Fuel Flow
Option of the known quantity of fuel aboard, and it will keep track of all
fuel consumed.

For Your Safe Flight Page 31

For fuel calculations to be accurate, it is imperative that you
inform the EDM-760 of the correct amount of fuel aboard the
aircraft. Do not rely on fuel flow instruments to determine fuel
levels in tanks. Refer to original fuel flow instrumentation for
primary information

Measurement Indexing—with Fuel Flow Option

The EDM-760 steps through the engine measurements in a specific
sequence. Listed below is the indexing sequence, measurement description
and example of the digital display. The display will pause at each
measurement for a few seconds in the Automatic indexing mode. In the
Manual indexing mode, tap the STEP button to advance to next
measurement.

The first column indicates what position the select switch must be in to
display that particular measurement. T is EGT, F is FF and A is ALL.

Measurement Start Up Indexing Sequence with Fuel Flow Option

Select

Switch

T, A Voltage, System

Measurement

Description Example Comments

Battery voltage and OAT °F or
°C

Bus Outside Air
Temperature

I4.2
8I BAT
OAT

T, A Difference between

hottest and coolest
EGT

80 EGT
52
DIF

Dot indicates most widely
deviating cylinder

DIF

F, A Fuel Flow Rate

I3.5

Or KPH, LPH , PPH

I4.2
GPH
GPH

F, A Fuel Used Each

Engine

28.0

27.I

Since last refueling or trip total,
each engine

USD
USD

F, A Fuel Remaining

Time to Empty

45.2
0I.38
REM

In gallons, liters or pounds or
kilograms. Hours . Minutes
Remaining at current fuel burn

H.M

Page 32 Engine Data Management

F, A Total Fuel Used

F, A Fuel required to

next GPS WPT or
Destination. Fuel
Remaining at WPT

F, A Nautical Miles per

Gal

T, A EGT, CHT

55
TOTL
GAL
USD

7.7

20.2
REQ
RES

6.5
357
MPG
NM
I340
I430
376
385

Since last refueling or trip total
(won’t reset)

Present with GPS interface,
valid signal and way point

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

EGT, left, CHT, right. Dot
indicates cylinder

T, A TIT, Turbine Inlet

Temperature

T, A Oil Temperature

T, A TIT #2 Second

Turbine Inlet
Temperature

T, A Carburetor

Temperature

T, A Shock Cooling

I370
I450
TIT
TIT

I 7 7
I80
OIL
OIL

I450
I460
T I2
T I2

20
25
CRB
CRB

-30

-40
CLD
CLD

Only one of these three options
may be installed in the aircraft

Dot indicates fastest cooling
cylinder

For Your Safe Flight Page 33

Long Term Memory

The EDM-760 Long Term Memory will record and store all displayed
measurements once every six seconds (or at the programmed interval of
between 2 and 500 seconds). At a later time, transfer them to a Palm™
handheld as an intermediate courier, or laptop PC.

When you retrieve recorded data to your palmtop or laptop PC you can
choose to retrieve all the data in stored in the EDM-760, or only the new
data recorded since your last retrieval. In either case, no data in the EDM­760 is erased. The data will be saved in the PC in a file in a compressed
format.

The amount of total data that the EDM-760 can store will vary depending
on how rapidly the measured temperatures change. The typical storage is
40 hours, but may vary depending on which options are installed. When
the memory becomes full, the oldest data will be discarded to make room
for the newest. In the LeanFind mode you may place a mark at the next
data record by tapping the LF and STEP buttons simultaneously. You
will see the word SNAP within the next six seconds, indicating a data
record has been marked. Tap the STEP button to return to the Automatic
indexing mode. Recording begins when EGTs are greater than 500°F or
“snap” is requested.

All data are time-stamped. The EDM-760 Long Term Memory contains a
real-time clock that may be reset to local time when you initially program
your instrument. You may also program an aircraft id that will appear in
the output data file. The aircraft id can be your aircraft registration
number or your name. Initially the aircraft id is set to the EDM-760'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 created with the new recording interval.

At power on, the EDM-760 will execute its self test and then display the
date (e.g., I I. I2.99), the time (I3.26), the percentage of memory filled
since the last save (FULL 24), and the Aircraft ID.

Transferring Data from the EDM-760 to a Palm Handheld

The examples shown here are specifically for the Palm™ handheld
and a PC running Windows® 98. J. P. Instruments provides an
optional cable to interface to the Palm cradle cable or travel cable.

Page 34 Engine Data Management

J. P. Instruments has a

EzPalm 2

JPI

downloadable data transfer
application program for the
Palm series called EzPalm™.

Downloading the EzPalm
Program from the Internet

Go to our web page

www.jpinstruments.com, go to

the downloads page. Double click on EZPALM2.ZIP.

Transferring Data from the EDM-760 to the Palm Handheld

To transfer recorded data to your Palm Computer, proceed as
follows:

1. Connect the Palm Computer cradle or travel cable option
(available from Palm Computing) to the JPI Palm Download
cable (gray). Insert the small round plug of the JPI cable into
the data connector on your aircraft instrument panel, and the
cradle or travel cable to the Palm Computer.

2. Simultaneously hold the STEP and LF buttons for five
seconds. You will see the word PROGRAM for two seconds.
Tap the STEP button until you see the question DUMP? N.

3. Tap the LF button once or twice to select either NEW or ALL.

• NEW will transfer only data newly recorded since you last

saved your data.

• ALL will transfer all the data that is in the EDM memory.

In either case, no data will be erased from the EDM.

4. On the Palm Computer, tap the EzPalm
icon.

5. Tap the EzCapture™ button. The Palm Computer will
wait a few seconds for you.

For Your Safe Flight Page 35

6. On the EDM-760, tap the STEP button to begin the transfer
process. The EDM-760 display shows the percentage of
memory remaining to be transferred. When this number reaches
zero, the transfer is complete. If you want to terminate the
transfer before it is complete, simultaneously hold the STEP
and LF buttons for five seconds.

7. The Palm Computer will close the file named with today’s date.
Tap Exit to end EzPalm or tap Explorer to view the file list.

Transferring Recorded Data

To transfer recorded data to your palmtop or laptop PC, proceed as
follows:

1. Connect the computer to the serial port using the serial cable.

Insert the small round plug into the data connector on your
aircraft instrument panel, and the other end into the computer
serial port.

2. Start running the EzPlot program in the PC, referring to the

instructions supplied with that program.

3. Simultaneously hold the STEP and LF buttons for five seconds.

You will see the word PROGRAM for two seconds. Tap the
STEP button until you see the question DUMP? NO.

4. Tap the LF button to select either NEW or ALL.

• NEW will transfer only data newly recorded since you last

saved your data.

• ALL will transfer all the data that is in the EDM-760

memory.

In either case, no data will be erased from the EDM-760.

5. Click Start on the EzPlot screen on the PC.

6. Tap the STEP button on the EDM to begin the transfer process.

The display shows the percentage of memory remaining to be
transferred. When this number reaches zero, the transfer is
complete. If you want to terminate the transfer before it is

Page 36 Engine Data Management

complete, simultaneously hold the STEP and LF buttons for five
seconds.

Personalizing

Pilot Programming

You can program the automatic indexing rate (1-9 seconds or 0 = don’t
auto-index), the temperature display (°F or °C) and the EGT resolution (1
or 10°). 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 chart below pertain only to the Fuel Flow Option.

Select switch

T, F, A

T, F, A

T, A

T, A

Tap STEP
to advance

to the next

item

PROGRA
M
FUEL ?
N
RATE 4

OAT
F

Tap LF to

sequence

through these

values Comments

Stays on for two seconds.

N Y

0 9 

OAT F

OAT

C

Y—Yes—to change fuel status (see
page 29)

Indexing rate in the Automatic
Indexing Mode. Selecting 0, disables
the Automatic Indexing Mode.
OAT readings in °F or °C.
Special mode: To calibrate the OAT

±10°, hold both the STEP and LF

buttons simultaneously for five
seconds, which will proceed to the
next step.

For Your Safe Flight Page 37

T, A

T, A

F, A

F, A

F, A

F, A

T, F, A

T, F, A

OAT 0

EGT ­I?N

29.00

= KF
LFT

KF=

29.00

RT

ACCU
M?N

USD

GPS-C
= 2
TO
GPS
DUMP?
N
MEM
END
Y

OAT-I0 
OAT I0 

EGT I?
N EGT
I?Y

05.00 

99.99

05.00 

99.99

ACCU
M?N



ACCU
M?Y

0 5

N NEW

ALL  

END
Y 
END
N

This step will be normally be skipped.
See step above.

Adjust the indicated temperature up
or down by up to 10°. For example,
OAT 3  adjust the OAT upward 3°.

Y—Yes—sets the digital display to
one degree resolution; N—No—sets
10°. (10° is easier to see.)

Used to set and fine tune the K
factor. See text below.

Used to set and fine tune the K
factor. See text below.

N—No—Upon informing the EDM­760 that you refueled the aircraft,
reset total fuel used to 0.
Y—Yes—accumulate total fuel used
rather than reset to 0.

GPS Com Format.

Select to transfers ALL or only NEW
data. (Next step is bypassed for a
Long Term Memory DUMP.)

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

Using a Factory Original TIT Probe

If your aircraft is using the factory original TIT probe and gauge, you will
be required to calibrate the EDM-760 for that probe. The factory original

Page 38 Engine Data Management

TIT probe must be a type K and the leads must be wired red-to-red and
yellow-to-yellow. Both the EDM-760 and factory original gauge may be
used concurrently. Due to the high input impedance of the EDM-760
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-760 TIT reading.

TIT gauge ________ EDM ________.

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

Tap STEP
to advance
to the next

item

PROGR

Tap the LF button to

sequence through

these values

Comments

Stays on for two seconds.

AM
RATE 4 RATE 4

ORIG
?N

ORIG T-N 
ORIG T-Y

hold both STEP and LF buttons
simultaneously for five seconds to
begin the next sequence.
Y—Yes—selects factory original TIT
probe and proceeds to the next step.

TIT
TIT
+0
ADJ

TIT - 975 TIT
+ 975

Tap the LF button to lower the
correction; hold the LF button to raise
the correction.
For example, if the EDM-760 reads
100 less than the aircraft’s TIT gauge,

set the display to read TIT + I00.
Tap STEP button to exit the

procedure.

Fuel Flow Option Programming

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.

For Your Safe Flight Page 39

• Accumulate—default is OFF: reset the fuel used to 0 every time you

inform the EDM-760 that the aircraft was refueled. With accumulate
ON fuel used will not be reset to 0 when you inform the EDM-760
that the aircraft was refueled.

• GPS Communications fuel data format.

K Factor

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

installing the transducers, write down the K factors here
(L)_________(R)__________. To enter the number, move the decimal

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

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

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

Fine Tuning the K Factor

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

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

1. Make at least three flights of about two to three hours each. Note the

actual fuel used (as determined by topping the tanks) and the EDM­760 calculation of the fuel consumed for each flight = USD L and
USD R.

Flight

1

Fuel USED shown by

EDM-760

USD L USD R

 

Actual fuel used by

topping tanks

filled left filled right

2

3

Page 40 Engine Data Management

Total

2. Total  the EDM-760 fuel used and  the actual fuel used for each

tank.

3. Record the current K factor here  left_________ right_________

and in the table below.

4. Calculate the New K Factor as follows:

New K Factor = (  EDM-760 fuel used) x (  Current K factor)

(actual fuel used)

New K Factor (L) = (  (L) ) x (  (L) )

((L) )

New K Factor (R )= (  (R) ) x (  (R) )

( (R) )

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



Date

EDM-

760 fuel

used



actual

fuel used



Current K

factor

Left Right

New K factor

= x/

Left Right



Fuel Flow Option Programming Procedure

Setting the K factor

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

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

LFT

For Your Safe Flight Page 41

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

seconds. First digit blinks: 29.00

3. Tap or Hold the LF button to change flashing digit: I9.00

4. Tap STEP button for next digit: I9.00

5. Tap or Hold the LF button to change flashing digit: I8.00

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

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

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

store the left engine K-factor.

9. KF= 29.00 is now shown.

RT

10. Repeat steps 2 through 8 to adjust the right engine K-factor.

11. Hold STEP and LF buttons simultaneously for five seconds to

exit this procedure.

Accumulate Total—Trip Total

Select “no” if you wish to display total fuel used since the last time you
informed the EDM-760 that the aircraft was refueled. Select “yes” to
display total fuel used for an extended trip with multiple fuel stops. This
selection affects only the USD measurement.

GPS-C Comm settings

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

760. See “Setting GPS-C Fuel Flow Communications Format” on page

49.

Setting Long Term Memory Parameters

If you haven’t already done so, start the pilot programming procedure,
simultaneously hold the STEP and LF buttons for five seconds. You will
see the word PROGRAM for two seconds. To change the date, time and
user id for the Long Term Memory, tap the STEP button until the display
shows DUMP? NO. Next, simultaneously hold the STEP and LF
buttons for five seconds. Then set the date and time as show below:

Page 42 Engine Data Management

Tap STEP

advances to

next item

TIME 2 500
MNTH I I2
DAY I 3I
YEAR 00 99 
HOUR OO 23
MIN OO 59
N-----

END Y

Tap the LF

button to

sequence

N

I23456

Comments

Record time interval, in seconds

Month

Day

Year (note: represents 1980 through 2079)

24 hour time. We suggest you set Zulu time

This also zeros the seconds

Displays current Aircraft ID. To change Aircraft
ID, hold both STEP and LF buttons
simultaneously until the first character flashes.
Use LF to select the first character. STEP
moves to the next character. To Save the
Aircraft ID, Hold both STEP and LF for 5 sec.

Tap STEP button to exit the procedure.

Alarm Limits

Factory Set Default Limits

JPI conservatively sets the default alarm limits below Lycoming and
Continental recommendations.

Measuremen

t

CHT 450°F 230°C

OIL 90°F32°C 230°F 110°C

TIT 1650°F 900°C

CLD -60°F/min. -33°C/min.

DIF 500°F 280°C

BAT, 24 V 24V 32V

BAT, 12 V 12V 16V

LO FUEL 45 min

Default Low

Limit

Default High Limit Example

465

CHT

280

OIL

I720

TIT

-65

CLD

525

DIF

22 .4

BAT

I7.6

BAT

00.20

H.M

For Your Safe Flight Page 43

LO TIME 10 gal, kg, ltr, lbs

Hold both

buttons for 5

seconds until

the words

FAC LIM

Tap STEP

button until

the words

END Y

Hold both

buttons for 5

seconds until

the word

PROGRAM

7.2

REM

If you change the display to Celsius, be sure to change the alarm limits to
Celsius degrees. This is not done for you automatically. When an alarm is
displayed, tapping the STEP button will temporarily delete that
measurement 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 measurement from the sequence for the remainder of the flight.

Changing the Alarm Limits

You may prefer to set your own alarm limits 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 EDM­760 completes its self test and is in the Automatic or Manual indexing
mode. If in doubt, tap the STEP button a few times. Then follow the
steps depicted here:

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

Page 44 Engine Data Management

Changing the Alarm Limits Procedure

STEP button sequences to next item

LF button sequences through

these values

FAC? N FAC? Y
REV X.XX
ENG F ENG C
EGT CHT EGT
CHT
I6.0 H BAT OR 30.5 H
BAT

Restore factory defaults?

Firmware rev. number (momentary)

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.

( I0.0 H BAT 35.0 H
BAT )
I2.0 L BAT OR 24.0 L
BAT

Battery low voltage limit, set in 0.5 volt
increments.

(8.5 L BAT 30.0 L
BAT)
500 DIF ( 30

EGT difference limit, set in 10° increments.

DIF 990 DIF  )
450 H CHT ( 90 H CHT

CHT high limit, set in 5° increments.

500 H )

-60 CLD ( -5 CLD 

Cooling limit, set in 5°/min. increments.

-200 CLD )
I650 TIT ( 650 TIT 
2000 TIT )
230 H OIL ( 40 H OIL 
500 H OIL )
90 L OIL ( I0 L OIL

250 L OIL )

TIT2 -N TIT2

-Y

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

If TIT2 probes are installed in place of oil
probes

FOR OIL FOR
OIL
CARB -N CARB

-Y

If carburetor probes are installed in place
of TIT probes

FOR T I T FOR

Description

For Your Safe Flight Page 45

T I T
FUEL FLOW
IN GAL
GAL KGS LTR L  
BS
MAIN=I00
TNK

AUX? N AUX? Y
TNK
TNK
AUX=0
TNK

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

Main tank capacity, in units selected.
Can also be set by HOLDING in the
STEP Button on start up will go
directly to TANK SIZE.
Y—Yes—aircraft has auxiliary tanks

Auxiliary tank capacity

Page 46 Engine Data Management

MIN = 45
LOW
REM = I 0
LOW
CARB? N CARB? Y
SAVE -N 
SAVE -Y
DOT
DOT
SAVE -N 
SAVE -Y
LOP
LOP
M I N I 0
( 0 3 I )

Alarm limit in minutes for low time in
tanks

Alarm limit for low fuel quantity in
tanks, in units selected

Y—Yes—carbureted engine

Whether excluded measurements are
retained after power off.
Y—Exclusions are saved.
N—Exclusions are not saved

Whether Lean of Peak method is retained
after power off.
Y—Lean of Peak is default.
N—Rich of Peak is default

Set low light display brightness from 0 to

31.

BRT
END Y END N

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

Fuel Flow Alarm Limits, Units, Fuel Capacity

Fuel Flow Units

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-760 will not convert 50 Gal to
equivalent pounds.

Main Tank Capacity

Enter the total capacity of the main tanks in the fuel flow units selected. If
you have tank tabs (but no auxiliary tanks) and sometimes fill only to the
tabs, set the main tank capacity to the capacity up to the tabs.

Auxiliary Tanks

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

For Your Safe Flight Page 47

tanks in the fuel flow units selected. If you have tank tabs and sometimes
fill only to the tabs, set the auxiliary tank capacity to the difference
between full tank capacity and tab capacity. The EDM-760 does not
differentiate fuel flow between the main and auxiliary tanks; it tracks only
total fuel in the aircraft.

Low Time Alarm Limit

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

Low Fuel Alarm Limit

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

Carburetor?

Different response filters are used depending on whether your engines are
carbureted or fuel injected. The filter for a carbureted engine has a slower
response time to reduce sudden fluctuations in readings.

Fuel Flow Option—Formats, Diagnostics

Navigation Data Formats

Output of GPS; input to EDM-760. The EDM-760 automatically
configures itself for one of three industry standard data formats:

Format Baud rate

NMEA-183
(Marine
Navigation Data
Format)

Aviation Data
Format

Northstar
(Northstar binary)

4,800 This is the format for most handheld

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

9,600 “Output sentence type 1” Req’d

sentences: A, B, C, D, E, I and L first
char id byte. Sentence terminator
either <CR><LF> or <CR>.

1,200 M1 setup select “NO EXTENDED”,

“NAV ONLY”

Page 48 Engine Data Management

Setting GPS-C Fuel Flow Communications Format

GPS-C Input to GPS; output of EDM-760

0 No fuel data output
1 Garmin (Shadin Miniflow format)
2 Allied Signal (format B)
3 Arnav/EI fuel data
4 Allied Signal (format C) *
5

6 UPS/Garmin fuel/air data

(not assigned)

Diagnostic Messages, Fuel Flow

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

0.0

GPH

--- GPH

--- H.M

Zero’s indicate Fuel flow is too low to register

Dashes indicate No fuel flow transducer signals
Dashes indicate No fuel flow transducer signals

GPS Interface Diagnostics

Measurements REQ, RES, &
MPG are all missing from the

scan.

NO - COM message and
measurements REQ, RES, &

MPG are missing.

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

NO - WPT message and

measurements REQ & RES, are
missing.

- - - REQ or - - - RES message

No communications from GPS receiver
to EDM-760. Possibly no connection or
aircraft GPS is off.

Communications are received by EDM­760 and the Auto-Protocol setup is in
process. Verify correct output format
setup in GPS receiver; check GPS
connections.

GPS receiver has insufficient signal for
valid data.

No waypoints are programmed into the
aircraft GPS receiver.

Your ground track is more than ±70°

from your course to the next GPS
waypoint.

For Your Safe Flight Page 49

Navigation Data Ports for GPS Comm

(These ports are completely independent of the EDM-760 serial data output port.)

Navigation Data (output of GPS; input to EDM-760)

Compatible with RS-232, TTL, RS-423, RS-422 SDA.

Serial data format 8 data, 1 start, no parity. Baud rates: 1,200, 4,800, or
9,600 depending on the GPS data output format. The EDM-760
automatically detects the GPS data output format and is independent of the
GPS-C setting.

Fuel Data (input to GPS; output of EDM-760)

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

Output format is determined by the GPS-C setting, but may be over-ridden
by the GPS navigation format: If the EDM-760 senses Northstar or
NMEA-183 navigation data input, there will be no fuel data output.

Section 5 - Option Connector Pin Assignments

P3( middle) 15-pin connector Fuel Flow Option 15-pin

connector

Pin no. Pin no. Probe or function Pin no. Function

yel 1 red 2 Left TIT 1 RS-232 out
yel 3 red 4 Left OIL or TIT2 2 RS-232 in
yel 5 red 6 OAT wht 4 FF left signal
yel 9 red 10 Right TIT red 5 FF power

yel 11 red 12 Right OIL or TIT2 blk 6 FF return

7 Switch com

gray 7 Remote alarm 8 Switch EGT

red 8 + Power 9 Switch FF

wht 13 RS-232 data port 11 Remote alarm

blk 15 Engine ground 12 FF right signal

Interface connections to selected GPS models

EDM P4 conn Pin 1 P4 conn Pin 2
Arnav 5000 Pin 4 Pin 5
Garmin 195 (nc) Pin 4
Garmin 430 / 430 Pin 57 Pin 56
Northstar M3P (nc) Pin 6 (leave pin 11

open)

UPS GX50 / 60 Pin 4 Pin 5

Page 50 Engine Data Management

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 6 - Technical Support

JPI offers both e-mail and telephone technical support. Have your model and
serial number ready when you call. Call JPI for a return authorization number
before returning any equipment.

J.P.INSTRUMENTS

3185-B Airway Avenue
Costa Mesa, CA 92626

800 345-4574
jpinstruments.com

For Your Safe Flight Page 51

Limited Warranty

J.P. Instruments, Inc. (JPI), warrants all parts in your new EDM-760 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
two 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 52 Engine Data Management

Index

A

Accumulate.................................38, 42

Accumulate...........................................

total..............................................30

Adding fuel.......................................30

Alarm limits..........................................

factory defaults............................43

Alarms...............................................26

resetting.......................................27

ALL...................................................38

ALL.......................................................

select switch................................29

Allied Signal.....................................49

Arnav.................................................49

Automatic indexing mode...................7

Automatic mode................................12

AUX..................................................46

Auxiliary tanks..................................47

Avgas................................................27

Aviation data format.........................48

B

Bar graph..............................................

CHT...............................................6

column resolution..........................6

EGT...............................................6

Baud rate...........................................50

Buttons..................................................

front panel.....................................8

C

CAL ERR.........................................11

Calibration........................................11

K-factor........................................40

CARB?..............................................47

Carburetor.........................................48

Celsius..................................................

display indicator............................4

Changing alarm limits.......................44

CHT......................................................

probe..............................................2

too high or too low.......................26

Combustion.............................2, 27, 51

Compression.................................2, 25

high..............................................27

low...............................................26

Cowling, obstruction.........................25

Cruise................................................21

Cylinder numbers................................5

D

Data.......................................................

ports, GPS....................................50

Data logging..........................................

manual.........................................28

Descent..............................................22

Detonation.........................................26

Diagnosing engine problems.............23

Diagnostic.............................................

fuel flow messages......................49

self test........................................11

DIF..................................10, 28, 32, 45

Dimming, display................................7

Display................................................4

analog............................................4

digital............................................6

Display brightness.............................47

Dot index.............................................5

DUMP?.......................................35, 36

E

Economy, best.....................................3

EGT.......................................................

alarms..........................................27

loss...............................................24

resolution, display.......................38

select switch................................28

too high........................................24

too low.........................................25

Electronics International...................49

Engine...................................................

diagnosis chart.............................24

run-up..........................................20

Enunciator, alarm..............................27

EzCapture™......................................35

F

Fahrenheit.............................................

display indicator............................4

Failure to pre-lean.............................22

FF, select switch ..............................28

Fill options........................................29

FILL? N.............................................29

For Your Safe Flight Page 53

Flashing display..............15, 20, 26, 28

Flat EGT response............................26

Fuel.......................................................

injectors.......................................19

injectors, clogged...............2, 21, 25

Octane..........................................26

pump............................................26

tank capacity..........................29, 47

Fuel flow...............................................

alarm limits.................................47

units.............................................47

G

GAMI....................................13, 18, 19

Garmin..............................................49

Gasket probe.....................................23

Gasket, manifold...............................26

GPH..................................................32

GPS.......................................................

comm settings..............................42

constant........................................38

interface diagnostics....................49

H

H.S....................................................32

Hastaloy............................................20

HBAT................................................45

HCHT................................................45

HOIL.................................................45

Holding a button.................................8

I

Ice, carburetor or induction...............25

Ignition..............................................26

Ignition..................................................

timing..........................................24

Include measurements.......................12

Indexing................................................

sequence......................................32

Induction...........................................25

Intake valve.......................................24

K

K-factor.................................................

changing................................38, 41

determing.....................................40

L

Leak......................................................

manifold.......................................26

Lean of Peak......................................18

Lean of Peak Leaning........................18

Leanest cylinder................................15

LeanFind...............................................

button.............................................9

description.....................................8

mode............................................13

procedure.....................................15

Leaning...........................................1, 2

pre-leaning...................................16

too quickly...................................22

Long Term Memory Option..................

operation......................................34

Low fuel alarm..................................48

M

Magneto check..................................20

MAIN................................................46

Manual indexing mode.......................7

Manual mode....................................12

Mark..................................................34

Measurement indexing................10, 32

Miles per gallon................................33

Misapplications.................................22

Missing.................................................

bar6

Mixture.........................................2, 19

Modes...........................................7, 11

N

Navigation data formats....................48

NEW...........................................35, 36

NMEA-183........................................48

NO COM...........................................49

NO SIG.............................................49

NO WPT...........................................49

Normal engine limits........................23

Normalize view...................................5

Northstar binary format.....................48

O

OAT......................................................

calibration....................................38

F or C...........................................37

OFF.........................................8, 27, 44

Off-scale EGT bars...........................22

OIL..............................................10, 33

OPEN PRB........................................11

Operation..............................................

fuel flow option...........................28

Page 54 Engine Data Management

temperature scanner......................4

Option connector...............................50

Outside air temperature..............10, 32

P

Peak EGT..........................................16

PEAK EGT.................................15, 17

Percentage view..................................5

Personalizing.....................................37

Pilot programming............................37

alarm limits.................................43

data recording..............................42

fuel flow option...........................39

Power, best..........................................3

Pre-ignition.................................26, 27

Priority, alarm...................................27

R

Rate.......................................................

fuel flow......................................31

indexing.......................................39

Real-time...........................................47

RECRD?............................................47

Reference reading.............................51

REM..................................................33

REQ..................................................33

Reset.....................................................

fuel used......................................30

Rich of Peak......................................13

RS-232..............................................50

S

Save DOT..........................................47

Save LOP..........................................47

Select switch.....................................28

Self-test.............................................11

Setup.....................................................

Long Term Memory Option.........42

Shadin Miniflow...............................49

Shock cooling............11, 12, 22, 23, 33

Spark plug.............................................

fouling.........................6, 20, 24, 25

Specifications......................................2

Startup...................................................

diagnostics...................................11

fuel...............................................29

STEP button........................................8

T

Take-off.............................................21

Tanks, fuel............................................

tabs..............................................29

Tapping a button.................................8

Technical support..............................51

Time set............................................43

TIT..............................................10, 33

factory original probe...................38

Toggle, N, P........................................5

Transducer, fuel flow........................31

Transferring recorded data..........35, 36

Turbocharged Engines.......................19

U

Uniform, CHT, EGT not...................25

USD............................................32, 33

V

Valve.....................................................

stuck............................................24

Vapor................................................26

View......................................................

change diagram..............................9

Voltage........................................10, 32

W

Warranty...........................................52

For Your Safe Flight Page 55