EDM900

J.P. Instruments EDM 900 User Manual

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Pilot’s Guide

Engine Data Management

EDM-900

Primary

TSO/STC

J.P. INSTRUMENTS INC.

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

Factory: 3185 B Airway Costa Mesa, CA 92626

(714) 557-5434 Fax (714) 557-9840

www.jpinstruments.com www.JPITech.com

www.buyJPI.com

Printed in the United States of America Rev A

Last printed

For Your Safe Flight Page 1

Table of Contents

Section-1 Getting Started 4

View Angle 4 Rotation 6 Fuel Flow Computer Basics (independent of fuel quantity) 6 Display Screen Basics 7 Horizontal Display Mode 7 Vertical Display Mode 8 Remote Annunciate Light Basics 8 RPM and MAP Display Basics 9 Linear Bar Graph Display Basics 9 Scanner® Information Area 10 LeanFind Basics 11

Section 2 - Interpreting Data 12

Operation for each Phase of Flight 12 Typical Normal Measurements 14

Section 3 - Displays and Controls 17

Control Buttons 17 Scanner Displays 19 Additional Displays Hobbs, Revisions, and Alarm Limits 21 Dimming the Display 22

Section 4 - Operating Modes 22

Automatic Mode 22 Manual Mode 23

Section 5 - LeanFind 24

LeanFind Procedure—General Explanation 28 Expanded Leaning Procedures 31 Common Misapplications 32

Section 6 - Fuel Flow Operation 33

Fuel Management 33 Start Up Fuel 34 Resetting ‘USD’ 35 Trip Mode (Accumulate Trip Totalizer) 35

Scanner Fuel Flow Display Select 35 Section 7 - Alarms 36 Section 8 - Memory and Data Download 37

Downloading Data from the EDM 37

Transferring data from the USB Flash Drive to a PC 38 Section 9 - First Time Setup and Customization 38 Section 10 - Adjusting Manifold Pressure & %HP 41

Adjusting the HP Constant for Rich of Peak Operation 41

Adjusting the MAP 41

Adjusting the HP Value 42 Section 11 - Programming the Fuel Flow 42

Page 2 Engine Data Management

Fuel Flow K factor 43

Programming Trip Mode 45

Setting the GPS Com Format 45

Troubleshooting the EDM 47

Diagnostic Testing on Startup and During Flight 47

Diagnostic Messages 47 Section 12 - Appendices 48

Shock Cooling (CLD) 48

List of ALL messages in EDM-900 49

Navigation Data Formats 50

Navigation Data Ports for GPS Comm 50

Interface connections to selected GPS models 50 Section 13 - Technical Support 51

For Your Safe Flight Page 3

Section-1 Getting Started

This is a summary of basic operation. Detailed descriptions of all operations appear later in this Pilot’s Guide.

EDM-900 primary instrument has preset alarm limits and cautionary ranges per the POH (user cannot change them) typically for the following measurements of: oil temperature, oil pressure, fuel pressure, fuel quantity, cylinder head temperature, turbine inlet temperature, manifold pressure, and RPM.

Note: Fuel quantity gauges must be calibrated to the aircraft and will not be functional until the fuel calibration process has been performed.

View Angle

The best view angle for the pilot is in the horizontal mode with the buttons on the bottom. The best Portrait mode is with the buttons on the right.

View angles are per the table below:

Horizontal Left 65 Degrees Viewing Right 65 Degrees angle Vertical Left 60 Degrees

Right 50 Degrees

Page 4 Engine Data Management

List of abbreviations and acronyms

Message Area

Alarm

Abbreviation

Engine Oil Temperature

Gauge Function

Primary Primary

Engine rotational speed RPM xxxx Engine Manifold Pressure MAP xx.x in hg Engine Cylinder Head Temp CHT2 xxxoF

O-T xxxoF

Engine Oil Pressure O-P xxxoF Fuel Pressure F-P xx PSI Fuel Flow to engine F-F xx.x GPH

Comp. Discharge Temp. CDT xxxoF Turbine inlet Temp. Left side TIT-L xxxxoF Turbine Inlet Temp. Right side TIT-R xxxxoF Single Turbine Inlet Temp. TIT xxxxoF

Non-Primary Non-Primary

Exhaust Gas Temp. EGT2 xxxxoF Shock Cooling of CHT CLD xxo/MIN Differential Temp. of EGT DIF xxoF Bus Voltage Volts xx.x Amperage Load AMPS xx Outside Air Temp. OAT xxoF Estimated Time to Empty Est. T to E xx:xx H:M Fuel used to date USED xx.x GAL Estimated Remaining fuel Est. REM xxGAL

Estimated Fuel required to Waypoint Est. WP REQ xx GAL Estimated Fuel Remaining at

Waypoint Nautical Miles per Gallon ECON xx.x MPG Brightness, Dim control DIM/BRT

Est. WP RES xx GAL

For Your Safe Flight Page 5

Rotation

Holding the step button in for 5 seconds, with the engine OFF, will produce the gray arrow. This arrow can be rotated to a new up position by tapping the LF button and then the STEP button. If for some reason

you chose the one bad angle (Landscape looking up from the buttons), return the instrument to JPI and JPI will rotate the screen.

Fuel Flow Computer Basics (independent of fuel quantity)

The fuel flow computer tracks the fuel flowing to the engine and computes various values based on this. At installation, then each time you refuel the aircraft, you must inform the EDM about how much useable fuel is onboard. This is done via the REFUEL function. See page 33 for detailed information

Control Button Basics

Four operating buttons control all functions of the EDM. These buttons change labels depending on the current state of the EDM.

Page 6 Engine Data Management

Display Screen Basics

The display screen is arranged into three sections. The top left is the MAP and RPM section. The bottom left is the Scanner® section or message area. On the right side are the horizontal primary strip gauges. Non-Primary gauges have a digital read out only. The instrument ranges and alarm limits are configured to match those of your aircraft POH when the EDM is set up as a Primary instrument. TIT column is to the right

of the last EGT/CHT when applicable.

Horizontal Display Mode

For Your Safe Flight Page 7

Vertical Display Mode

Remote Annunciate Light Basics

The Remote Annunciator Light ‘RAL’ provides notification that an alarm is present in the display, for all Primary gauges. Upon power up, the RAL shows Red and yellow indicating it is functional. Before each flight, confirm that it is functional. Non-functioning RAL must be repaired before flight.

Remote Annunciator Light (RAL)

Page 8 Engine Data Management

Horizontal mode Vertical mode RPM and MAP Display Basics

In the vertical mode to the right and the Horizontal mode above MAP (Manifold Pressure) and RPM (Revolutions per Minute) are shown. Operations exceeding red line cause the digital value to turn red or yellowwith the RAL coming on and a digital value in the Scanner message area.

Linear Bar Graph Display Basics

The Bar Graphs section contains dedicated bar graphs with digital display. An example is shown here. Pointers move horizontal left to right showing value changes and digital readouts turn red when primary exceedances occur. Non primary

functions flash white.

Horizontal mode Vertical mode

For Your Safe Flight Page 9

Scanner® Information Area

The Scanner® Information Area provides expanded information in the form of alpha-numeric messages, parameters and calculations. In Auto-Scan, 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. To start the automatic scan tap LF and then STEP.

DISPLAY PARAMETER DESCRIPTION

EGT 1436 CHT 382 EGT/CHT

TIT 1580oF TIT Single Turbine Inlet Temp.

TIT-L and -R 1490

Oil-T 204oF OIL TEMP Oil temperature in degrees F

Oil-P 64 PSI OIL PRES Oil pressure in psi

F-P16 PSI FUEL PRES. Fuel pressure in psi

F-F 2.7GPH FUEL FLOW Fuel flow in GPH

CLD 75oF

VOLTS 13.9 BATTERY Battery/Bus voltage

AMPS -6 Amperage Set up per the specific aircaraft

OAT 23oF OAT Outside air temperature F or C

DIF 40oF DIF Hottest minus coldest EGT

CRB 56oF CRB

CDT 145oF CDT

IAT 105oF IAT Induction Air Temp

Est. REM 68.0GAL

WP REQ 12.7 GAL

Est. WP REM 63 GAL

ECON 9.8 MPG

EST. T to E 04:32 H:M

GPH 15.0 GPH

USD 7.2 GAL FUEL USED Actual fuel used by the engine

FUEL-P 64 PSI FUEL PRES Fuel pressure in PSI

TIT-L, TIT -R

SHOCK

COOL

FUEL

REMAINING

FUEL

REQUIRED

FUEL

RESERVE

Nautical

MILES PER

GALLON

Estimated

Time to

Empty

FUEL FLOW

RATE

Shows successive pairs of EGT & CHT per STEP tap.

Two Turbine Inlet Temp. Left and Right engine side

CHT cooling rate (deg/min)

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

Calculated fuel remaining on board based on what the pilot put in as maximum. Calculated fuel required to reach waypoint or destination (GPS interface must be corrected) Calculated fuel reserve at waypoint (GPS interface must be correct)

Calculated fuel miles per units (GPS interface required)

Calculated time remaining to fuel exhaustion in Hours and Minutes at present power. Actual fuel flow rate in Gallons per hour

Page 10 Engine Data Management

LeanFind Basics

Simply pre-lean, tap the LF button (Lean Find) and begin leaning. The EDM will assist you in finding the first cylinder to peak. This example is for Rich of Peak, ROP. See page 24 for a more detailed description of leaning. Press LOP to exit the ROP mode and enter the LOP mode.

1. Establish cruise at approximately 65 to 75% power and pre-lean the

mixture to 50°F estimated rich of peak EGT on any cylinder.

2. Wait about 30 seconds, then tap the LF button.

3. Begin leaning the mixture smoothly without stopping. Turn a vernier

about ¼ turn per second; retract a non-vernier or quadrant lever so that EGT rises about 10°F per second.

4. Stop leaning when you see LEANEST for two seconds, followed by—

for example— temperature of the first EGT to peak and the right number is the current fuel flow.

5. Now tap the PEAK button to display the EGT difference from peak

which is very useful for setting desired degrees below peak.

6. Slowly enrich the mixture noting that the EGT difference diminishes

as EGT climbs back to peak, followed by it going minus again. Stop enriching at the desired EGT difference (such as ‘EGT -75’).

7. You can also see what the peak EGT was by holding the PEAK

button.

8. Tap STEP to

exit the Lean Find Mode.

EGT

1449FF14.7 The left number is the current

For Your Safe Flight Page 11

Section 2 - Interpreting Data

Operation for each Phase of Flight

(Worth adding to your run-up checklist)

Suggested setup:

 Setengine to run-up RPM

Engine Run-Up

Take-Off, Climb, and Full Throttle Operations

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.

Suggested setup:

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

 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 above the Scanner® section.

Page 12 Engine Data Management

Cruise

Descent

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 15).

Suggested setup:

 Standard view  Manual mode

Be alert for:

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

cool rates of -40°F/minute to -50°F/minute are normal, depending on the engine size.

For Your Safe Flight Page 13

Typical Normal Measurements

The following chart lists typical normal measurement values that you will observe for most general aircraft engines. Your particular engine’s ranges may not fall within these values.

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 T 200°F

OIL P 30 to 60 psi FUEL P (injected) 14 to 18 psi FUEL P (carbureted) 0.5 to 8 psi Shock cooling* -40°/minute

-55°/minute

-200°/minute

 under 200 HP engines  high performance engines  (EGT should drop 200°F when

full throttle is applied)

 fuel injected engines  carbureted engines  100° higher than EGT  normally aspirated engines  Turbocharged engines  100° with gasket probes  oil cooler thermostat typically

opens at 180°F

 varies with aircraft type  varies with aircraft type

 tightly cowled engines  Bonanza  helicopter

* Maintain a cooling rate magnitude of less than -50°/minute. You will find

that the cylinder with the greatest shock cooling may shift from front cylinders (during climb out) to the rear cylinders (during descent ).

Page 14 Engine Data Management

Engine Diagnosis Chart

The following chart will help you diagnose engine problems in your aircraft.

Display Symptom Probable

Cause

TIT ~100° higher than EGTs

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

EGT Increase or decrease after ignition maintenance

Loss of EGT for one cylinder. Engine rough

Loss of EGT for one cylinder; no

digital EGT

Decrease in EGT for one cylinder

This is normal

Spark plug not firing due to fouling, faulty plug, wire 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 magneto 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.

Increase in DIF at low RPM

EGT and CHT not uniform

Decrease in EGT for all cylinders

Low compression (blow by) in cylinder

Normal for carbureted engines. Dirty fuel injectors or fouled plugs.

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

Check compression.

Check injectors and plugs.

Check for change in manifold pressure.

For Your Safe Flight Page 15

Display

(no picture)

Symptom Probable

Cause

Slow rise in EGT. Low CHT

High CHT on cylinders on one side of engine

Rapid rise in CHT of one cylinder

Sudden off scale rise for any or all cylinders

Loss of peak EGT

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 normal. Adjacent EGT may be low

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

Obstruction under cowling.

Detonation. Reduce power.

Pre-ignition Normalize view or failed probe

Poor ignition or vapor in fuel injection system.

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

Weak or defective mechanical fuel pump.

Leaking exhaust gasket blowing on CHT probe.

Recommended

Action

Have compression checked.

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

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

Have magneto tested.

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

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

Look for white powder around cylinder to determine leak area.

Page 16 Engine Data Management

Section 3 - Displays and Controls

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

 Four front panel operating buttons below the bottom of the display.  RPM and MAP display in the upper left corner of the display  Scanner analog display including cylinder number and index square

in the lower left corner of the display

 Scanner digital display for numeric readouts and messages at the

bottom left

 Bar graph displays on the right half of the display

Control Buttons

Four operating buttons control all functions of the EDM. These buttons may change labels depending on the current operating mode of the EDM. The term tap is used to denote pressing a button momentarily. The term hold is used to denote pressing and holding a button for five seconds or longer. Button layout is shown below:

1st Button

 In the Automatic mode, tapping the STEP button stops Scanner auto-

sequencing and changes to Manual mode. Each tap of the STEP button then displays the next measurement in the sequence. Holding the STEP button sequences in reverse order.

 In the LeanFind mode tapping the EXIT button will terminate the

LeanFind mode and change to the Automatic mode.

 In the Program mode tapping the NEXT button will advance to the

next item.

2ndButton

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

LeanFind mode.

For Your Safe Flight Page 17

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

display the peak EGT.

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

seconds will toggle between Standard and Normalize (NRM) views.

 In the programming mode, tapping the PLUS or MINUS button will

allow you to edit a parameter value.

 Holding LF during power up will display the primary alarm limits after

the self-test is complete.

1stand 2ndButtons

 Holding both the STEP and LF buttons simultaneously for five

seconds will enter the pilot programming mode.

 Just after entering Lean Find Mode (but before any EGT has risen),

holding both First and Second buttons for five seconds will toggle between LOP or ROP leaning modes.

 Tapping both the STEP and LF buttons simultaneously in Manual

mode toggles to ‘include’ or ‘exclude’ the displayed non-primary measurement from the Automatic mode only. The excluded measurement will show up in the manual mode.

3rdButton

 Tapping DIM (brightness decreases) or holding DIM (brightness

increases) allows decrease or increase brightness respectively.

2ndand 3rdButtons

 Holding both the LF and DIM buttons simultaneously will display the

Hobbs readings. Tap button labeled NEXT to see additional information screens.

4thButton ( ALL/TEMP/FUEL )

 Select what is shown during Scanner auto-sequence. Choices are

ALL, TEMP or FUEL. Highlighted one is what is active.

Page 18 Engine Data Management

Scanner Displays

Scanner EGT and CHT Analog Bar Graph

The height of each column represents a EGT or CHT or TIT (if installed) temperature. Note: when in certain modes, such as leaning or normalize, the EGT resolution will temporarily be finer.

Cylinder Numbers and Index

Just below the bar graph columns are numbers identifying the respective cylinder. If TIT is installed, it is labeled by the letter T underneath. A square ‘Cylinder I.D. Index’ surrounding a number indicates what cylinder is currently selected and relates to the digital display.

Scanner Digital Display

Located under the Scanner bar graph area is the alphanumeric display. It displays alphanumeric values for different parameters as well as status and alarm messages.

Normalize / Standard View

To toggle between Standard and the Normalize views, hold the LF button for three seconds until the NRM icon toggles on or off. Note: Normalize cannot be activated while in Lean Find mode.

 Standard view (when the NRM icon is not lit): the EGT top of the

columns represent absolute temperature.

 Normalize view (when the NRM icon is lighted): When you change

to the Normalize view, all EGT columns are initiallynormalized to the mid-point for deviation trend analysis. Any changes are shown as an increase or decrease relative to the mid-point, thus giving an instantaneous indication that an EGT has deviated. You normally use normalize in level cruise, but it is also useful during steady state runups. Note: A common misapplication is to be in the Normalize view and then change power setting. This causes all columns to go off scale, high or low. Select Standard view before changing power or altitude.

Temperature Units (°F or °C)

The EDM can display engine temps in either °F or °C (Fahrenheit or Celsius). In Primary configurations, this is set to the same units as the configuration the aircraft was originally certified to.

For Your Safe Flight Page 19

Linear Bar Graph Displays

The linear bar graphs are arranged on the right half of the display. A typical layout is depicted here (Note: your actual configuration may vary). Typical functions that can be displayed are:

Primary gauges

 Oil temperature  Oil pressure  Compressor Discharge

temp

 Fuel Flow.  Left tank fuel quantity  Right tank fuel quantity

Non Primary gauges

 Fuel pressure  Volts  Amps  Fuel USED Estimated  Fuel REM Estimated  Time to Empty Estimated  Outside Air Tem.

The range of the bar graphs depends on the programming. Range, redlines and/or limits are typically set to match the original aircrafts gauge markings. These are locked for Primary installations, however nonprimary gauges can be user modified.

Non Primary Primary

Page 20 Engine Data Management

See ‘Section 9 - First Time Setup and Customization’.

Note: Amps can operate either as a (Amps Charge) charge/discharge or (Amps Load) load meter, depending on programming.

Remote Annunciate Light

The remote auxiliary ‘ALERT LIGHT’ provides redundancy. Upon power up the Remote Annunciate Light displays Red and Yellow. If the RAL is not working abort the flight. While the EDM’s programmed configuration (aircraft make and model and primary status) is shown in the display. Mentally Confirm that it matches your aircraft configuration before using the instrument. If it does not match the aircraft configuration abort the flight.

Additional Displays Hobbs, Revisions, and Alarm Limits

Holding both the LF and DIM buttons simultaneously will display the Hobbs times similar to the example below:

or Revisions

For Your Safe Flight Page 21

or Programmed Limits in this Instrument.

Dimming the Display

Automatic dimming is provided to the panel display. You can manually adjust brightness by tapping the DIM button. You will see DIM BRT. Holding DIM lowers brightness or holding BRT increase brightness. The percentage of brightness is displayed in the message area.

Section 4 - Operating Modes

The EDM has four basic operating modes: Automatic, Manual, Program and LeanFind. LeanFind is described in the next section; Program mode is described on page 38, ‘. 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 optimize the mixture, use the LeanFind mode. To display specific parameters, use the Manual mode. In either Automatic or Manual modes, the display always shows the Scanner bar graphs for EGT and CHT for each cylinder and TIT (if so equipped) with the temperatures above the columns except in the vertical mode only the CHT temperatures are shown.

Automatic Mode

To activate Automatic Scanner Mode, just tap the LF button, then tap the STEP button. In the Automatic mode the EDM changes which

measurement is displayedevery four seconds (factory default is ‘Auto Scan Rate 4’), however you can change this rate in the Program Mode. A setting of zero disables auto scanning altogether.

Page 22 Engine Data Management

The order of automatic scan if the switch is in the ALL MODE: EGT/CHT, TIT, CLD, DIFF, CDT,OIL-T, REM, T to E, GPH, USD,AMP,Volts,OIL-P, and Fuel-P.

Some non-primary measurements can be excluded from the Automatic mode: tap STEP to enter the Manual mode. Tap STEP repeatedly 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: 1540 CDT Excluded: 1540 ●CDT

Tapping the STEP and LF buttons simultaneously will toggle back and forth between include and exclude. Note: All measurements are always checked for alarm conditions every second.

 Every time you turn on the EDM, all measurements are reset to be

included.

 All installed measurements are always displayed in the Manual

mode. Exclusion only applies to the Automatic mode.

Manual Mode

To activate Manual Mode, just tap the STEP button. Use the Manual

mode when you want to lock on one specific measurement such as shock cooling during descent, or your hottest CHT during climbs. To select the desired parameter, tap the STEP button until it appears. To return to the Automatic mode, tap the LF button and then tap the STEP button. You may completely disable the Automatic mode by setting zero for ‘Auto Scan Rate 4’. See Pilot Programming.

Scan Sequence Example

Measurement EXAMPLE COMMENTS

EGT, CHT EGT 1354 CHT 335 TIT 1370 TIT Shock Cooling -30 CLD Compressor Discharge

Temperature Induction Air Temperature

Carburetor Temperature -22 CRB Difference between

hottest and coldest EGT

300 CDT 125 IAT

80 DIF

Square indicates the cylinder being viewed Turbine Inlet Temperature # 1 Square indicates fastest cooling cylinder Temperature into intercooler

Temperature out of the intercooler

(Not available when CDT is installed) Square indicates most widely deviating cylinder

For Your Safe Flight Page 23

Fuel Remaining Est. REM XX GAL Fuel required to next

GPS WP or Destination at present power Fuel Reserve at next GPS WP or Destination Est. WP REM XX GAL

Nautical Miles per Gal ECON XX.X MPG

Time to Empty

Total Fuel Used USD X.X GAL

WP REQ XX GAL

Est. T to E XX:XX H:M

In gallons, liters, 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. MPK, MPL, MPP for dif units Hours: minutes calculated remaining at current fuel burn. Since last refueling or trip total.

Section 5 - LeanFind

The EDM supports two methods of leaning; ROP (Rich Of Peak) and LOP (Lean Of Peak). Note: on power-up, the unit defaults to

Rich Of Peak mode, but is easily changed to Lean Of Peak mode. During 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. 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, right after activating LeanFind, hold STEP and LF and the other method will be momentarily shown: ROP (Rich Of Peak) or LOP (Lean Of Peak). Release buttons after other method appears.

Page 24 Engine Data Management

The following depicts the power, mixture and temperature relationships.

Best

Power

Peak

Best

economy

power

range

GAMI

spread

Last cylinder to peak. Use Lean of Peak leaning with GAMI injectors

-20

-40

-60

-80

best power

CHT °F change from

-100

-200

EGT °F below peakPercent of best power

-300

100

First cylind er to peak. U se

Rich of P eak

leaning

95 90 85

Full Rich

(Take-off)

LeanRich

Leaner Mixture

Over

lean

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

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 25

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

Comments

Example

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.

Stop leaning when

a column begins flashing. You will see

LEANEST for one

second, followed by: If you hold PEAK, the

values of EGT and FF when peak was found are displayed. If you tap PEAK, the

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

Slowly enrich the

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

EGT 1490 CHT 370

ROP

EGT 1520 FF 13.8

EGT 1545 FF 12.4

EGT ↑1560 FF 12.9

EGT∆ -90 FF 13.4

EGT 1560 FF 12.9

EGT 1460 FF 13.6

(100º RICH OF PEAK)

*See ‘Pre-leaning’

Start LeanFind (if LOP appears hold STEP & LF until ROP appears) Flashing cylinder I.D. box identifies that EGT increased at least 15°F. EDM is now looking for first EGT to peak. Flashing cylinder I.D. box AND its column indicates leanest cylinder. Due to thermal inertia this will usually be about -15°F down the lean side of peak.

Captured peak EGT value and peak FF are displayed.

A useful mode for setting mixture the desired degrees rich of peak - no math required! NOTE: Unit remembers view last used.

Page 26 Engine Data Management

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

Comments

Example

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)

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 1490 CHT 370

LOP

EGT 1520 FF 13.8

EGT∆ -17

FF 12.4

EGT∆ -45

FF 11.6

*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 cylinder I.D. box identifies the first EGT that peaked (leanest). Continue leaning.

If you hold PEAK, the

peak EGT recorded will be displayed along with FF spread.

EGT↑ 1560

FF∆ 0.6

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

For Your Safe Flight Page 27

LeanFind Procedure—General Explanation

Lycoming and Continental established specific restrictions on leaning that must be followed, such as percent power, climb leaning, and TIT limits. Lycoming recommends operation at peak of EGT at 75% or less power only. Continental recommends operation at peak EGT at 65% or less power only. This guide does not supersede specific recommendations of the engine 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 EGTs decrease). Now enriched the mixture to achieve a 50° drop on the hottest EGT. Insure that all EGTs 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. Then the current mode will show up in the message bar white on black, also you will see the alternate mode over the LF button. You have 10 seconds to chose the alternate mode which will disappear indicating your chosen mode white on black. To change, simply exit the mode you are in and re-tap the LF button. 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 fuel flow in the right side. This information allows you to observe the EGT behavior throughout the leaning process.

Page 28 Engine Data Management

Column of Leanest cylinder flashes indicating the first EGT to peak.

Fuel Flow will go down then up as one enriches

You are leaning to Rich of Peak

If you want to

lean Lean of

Peak press

button.

mixture

Leaning Rich Of Peak (ROP) 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 its corresponding Cylinder column. The Scanner® Information Area will also display the current value for the EGT on the left, and the fuel flow value on the right, for final adjustment of the mixture, do not exit until the leaning process is complete. The peak EGT value and Fuel Flow value encountered during leaning is remembered by the EDM and can be displayed by holding the PEAK button during Lean Find Mode.

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 (typicallybetween 50 to 100° rich of peak for best power), consistent with the procedures defined in your aircraft and/or engine manual. Because during the leaning process the mixture control was not stopped at the exact time the column flashed the value shown will be 5 to 10 degrees on the lean side. So as the mixture is enriched the temperature will go up to peak and then down as the mixture is enriched further. Note: tap PEAK to see the current difference from the peak temperature. This is handy for finalizing mixture. Tapping EXIT exits the lean find mode and automatic scanning resumes.

For Your Safe Flight Page 29

Leaning Lean Of Peak (LOP) Detection: Note: This mode should

only be used when your engine is equipped with balanced fuel injectors or you have a DIF value of around 80 degrees. When using the Lean of Peak mode, you lean until all EGTs 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.

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 PEAK button. Do not exit until finished or all values will be lost. Tapping STEP exits the lean find mode and automatic scanning resumes.

Peak Detected - Lean Of Peak Mode LOP

Page 30 Engine Data Management

Expanded Leaning Procedures Lean Of Peak, LOP mode: During the ‘lean of peak’ process, the

EDM hunts for the last cylinder to peak. 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 beyond 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 column will flash and RICHEST appears. The digital readout will show the current temperature difference from where peak EGT occurred and the current fuel flow (if so equipped). Note: holding the PEAK button will show the captured peak value of the ‘last EGT to peak’ and also the difference in fuel flow between the first and last to peak (known as the GAMI Spread). This is a good indication of injector balance (the smaller the FF difference, the better the 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 (typically 1650°F to 1750°F) may limit the leaning process, depending on flight conditions. 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. NOTE: TIT can read approximately 100°F hotter than the hottest EGT due to 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 a factory installed probe.

For Your Safe Flight Page 31

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 ‘Error!

Reference source not found.’ section

(pg 24).

 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

Page 32 Engine Data Management

Section 6 - Fuel Flow 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 Computer system of the known quantity of fuel onboard, it then 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 33

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 REM and USD values).

The EDM will flash REFUEL? . If you didn’t add any fuel, simply tap NO to quit, otherwise tap YES to pick one of the three quickset choices below:

If you say YES then you will see Fuel onboard, if you have Aux tanks you will see TWO chooses like in the example 76 GAL Main and Main + Aux = 96GAL. You pick the one you want to enter.

Upon making a choice you will see your choice as Initial Fuel

If you tap ADD SUBTRACT then you can add say 10 gallons

NOTE: If you forgot to perform your EDM REFUEL before starting the engine, it can still be performed. The EDM will automatically subtract any burned fuel from the value you choose. Go to Program mode and the first item is REFUEL

You are responsible for insuring that your usage of the REFUEL feature results in the EDM’s REM parameter showing the correct amount of usable fuel remaining onboard the aircraft.

Page 34 Engine Data Management

Resetting ‘USD’

USD is automatically reset whenever you perform REFUEL on your EDM (except if TRIP mode = yes).

After filling your tanks and prior to engine start you should inform the EDM that the aircraft has been filled. In this case USD is automatically set to zero.

To manually zero the amount of fuel USD at any time, manuallySTEP to display USD and then hold both DIM (button 3) and EGT/FF (button 4) until the display shows ‘USD 0.0 GAL ’ (this normally takes about five seconds).

Trip Mode (Accumulate Trip Totalizer)

Trip mode is typically used if you want to track the total fuel used over a multi-stop cross country. To have the USD parameter continuously accumulate total consumed fuel, set TRIP? Y. ‘Trip Mode’ is described in the ‘Program Mode section’. Note: typically, TRIP? is set to ‘N’ so that USD will be reset every time you fuel the aircraft.

Scanner Fuel Flow Display Select

Button four selects three different Scanner filters - ALL, EGT or Fuel. Tapping this button will select the next choice (shown after the ‘/’ symbol):

 ALL/TEMP: all installed parameters are shown in Scanner (and

battery voltage).

 TEMP/Fuel: only the installed temperature parameters are

shown in Scanner.

 Fuel/ALL: only fuel flow parameters are shown in Scanner.

For Your Safe Flight Page 35

Section 7 - Alarms

Whenever a primary measured parameter falls outside of the normal allowed operating limits, i.e. goes beyond redline, the main display will blink an alert icon. This consists of the current digital value and a flashing red label in the Scanner area and the REDRemote Annunciate Light. For example, if CHT 2 is at 480, and redline is 460, the alert would be displayed as CHT2 480oF.

Tapping the CLEAR button extinguishes the alert

Primary alarm limits for each specific aircraft model are set by JPI in accordance with the POH and are not programmable by the pilot.

These typicallyinclude some or all of the following measurements: CHT, CDT, Oil-T, Oil-P, Fuel-P, GAL LEFT, GAL RIGHT, MAP, RPM, Fuel Flow, and TIT. To view the alarm limits screen, hold button 2 during power up (or hold both buttons 2 & 3 during normal operation), tap NEXT until the list is displayed.

The primary functions for your installation are shown on the Primary label on the back of the instrument and are identical to those specified in the FAA Approved Airplane Flight Manual/Pilot’s Operating Handbook.

Alarm Priority Hierarchy

1. OILP_LO

2. FP_LO

3. OILT_HI

4. CHT

5. TIT

6. FLVL

7. REM

8. FP_HI

9. MAP

10. DIF

11. CLD

12. RPM

13. OILT

14. BUS

15. OILP_HI

16. AMPS

17. CDT

18. BAL

19. FUEL_END

20. FUEL_RES

21. EGT

22. Fuel Flow

Page 36 Engine Data Management

Section 8 - Memory and Data Download

The EDM compresses and records all displayed parameters once every six seconds (default) in Long Term Data Memory (note: you can

change this rate to be 1 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.

RPM is greater than 500. The amount of data that the EDM can store will vary depending on how rapidly parameters change. The typical storage capacity is greater than 300 hours at a 6 second recording interval, but can vary depending on configuration. When the memory becomes full, the oldest data will be discarded to make room for the newest. All data are time-stamped. The EDM contains a real-time clock that may be set when you initially program your instrument. You may change the recording interval from 1 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).

Downloading Data from the EDM

Downloading is a simple process. Follow the steps below:

a. With the EDM powered up, plug the USB flash drive adaptor and

flash drive into the EDM USB port.

b. Wait for the EDM display to show DOWNLOAD: NEW. c. To download only the new data since the last download, tap the

STEP button.

d. To download all data in the EDM, tap the CHANGE button to see

DOWNLOAD: ALL, then tap STEP.

e. You will see a ‘progress indicator’ as the data is copied to the

USB flash drive. DO NOT INTERRUPT THIS PROCESS. When

the download is complete the display on the EDM will show

DONE and then return to normal operation.

f. Wait until the process is complete then remove the USB flash

drive from the USB connector.

For Your Safe Flight Page 37

Transferring data 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 9 - First Time Setup and Customization

Your EDM comes with most settings programmed. However some settings you will fine tune to your installation and/or preferences. We recommend you perform the following minimum set up:

1. Pilot Programming Mode:

 Set the GPS Communications format to match your type of GPS.  Fine tuning of fuel flow K-factor is important as it affects your fuel

computer parameter accuracies.

 Set the Engine HP equal to your engines rated horsepower.  Perform the HP Constants set up for best accuracy of the

Percent Horsepower readout.

 Optionally fine tune other parameters such as MAP, OAT.

Page 38 Engine Data Management

Pilot Programming Mode

to proceed to

To start Pilot Program Mode, hold both STEP and LF buttons until you see PROGRAM for two seconds. Then tap the NEXT button to advance to the desired item in the list. Hold the NEXT button to back up in the list. Either tap NEXT until you see END. Yes and then tap EXIT or hold both NEXT and LF to save changes.

First button advances

to NEXT item

Program Mode Stays on for two seconds. Refuel?

Auto Scan Rate 4

Trip Used? No

EGT Display in 1’s 1’s

OAT Display ºF

OAT Adjustment 0

HP Constants

HP Constant= 125

Engine Constant = 14.9

Second

button

selects

values

0  9

NO  YES

10’s

F  C

-10  10

10 999

1  99.9

Comments

Tap REFUEL to change fuel status. Exits program mode when done.

Scan rate (seconds between parameters) in the Automatic Mode.

0 disables the Automatic Mode. NO: When Refuel mode used on EDM,

total fuel used is reset to 0. YES: accumulate total fuel used rather than reset to 0 at each refueling. See page 41.

Tapping 1’s sets the digital display to one-degree resolution; tapping 10’s sets 10°. (10° resolution is easier to

interpret the EGTs.) Tap C to display OAT in Celsius, F to display in Fahrenheit. Hold STEP and LF for 5 seconds to ADJUST the OAT calibration. Adjust the indicated temperature up or down by up to 10° using PLUS or MINUS. For example, OAT3 adjust the OAT 3° higher. Hold NEXT and button 2 for 5 seconds until you see ADJUST rich of peak or lean of peak constants. Tap ROP Rich of Peak ‘HP Constant’ setting. Tap LOP to proceed to Lean of Peak ‘Engine Constant’ setting. Hold NEXT and button 2 until you see ADJUST. Tap PLUS or MINUS to adjust (%HP display will reflect changes). Hold NEXT and button 2 to save changes. Hold NEXT and button until you see ADJUST. Tap PLUS or MINUS to adjust. Hold NEXT and button 2 to save changes.

For Your Safe Flight Page 39

Engine HP = 225

to skip to next

Map Adjustment +0.0

K-Factor 1 29.90

GPS Format = 6

Time: 18:23:59

Date: 05/14/09

END? Yes END? Yes

10999

-3.0  +3.0

00.10  99.99

0 8

00:00:00  23:59:59

01/01/00  12/31/99

Set the nominal horsepower of your engine. This value will is used with FF to calculate LOP %HP. Hold NEXT and button 2 for 5 seconds until you see ADJUST. Use PLUS or MINUS to adjust. Tap SAVE to save changes. Tap NEXT to skip to next item. Correct the MAP to the altimeter setting at a sea level airport ±3.0 inHg. Hold NEXT and button 2 for 5 seconds until you see ADJUST. Use PLUS or MINUS to adjust. Tap SAVE to save changes. Tap NEXT to skip to next item. Set the instrument’s K-factor to match the fuel flow transducer K-factor and performance. Hold DIGIT and button 2 for 5 seconds until you see ADJUST. Use

DIGIT, PLUS or MINUS to adjust. Hold NEXT and button 2 to save changes.

Adjust to set the GPS Communications format. Hold NEXT and button 2 for 5 seconds until you see ADJUST. Use PLUS or MINUS to adjust. Tap SAVE to save changes. Tap NEXT to skip to next item. See page 45.

Hold NEXT and button 2 for 5 seconds until you see ADJUST. Use Hours, Minutes, Seconds to adjust. Tap SAVE to save changes. Tap NEXT item.

Hold NEXT and button 2 for 5 seconds until you see ADJUST. Use Month, Day, Year to adjust. Tap SAVE to save changes. Tap NEXT to skip to next item.

Yes exits the pilot program mode. No reenters pilot program mode.

Page 40 Engine Data Management

Section 10 - Adjusting Manifold Pressure & %HP

Adjusting the HP Constant for Rich of Peak Operation

To fine tune the %HP readout, follow this procedure airborne between 5,000 and 8,000 feet MSL. (note: Verify that the MAP adjustment has been perform prior to this process).

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

2. Tap STEP repeatedly until you see HP Constants. Hold both NEXT and Button 2 until you see ROP and LOP appear in status bar. Tap ROP. Now HP Constant 125 should appear. Hold both NEXT and Button 2 until you see ADJUST momentarily. Adjustment range for the HP Constant is 45 to 180.

3. Set the MP and RPM per your POH to 70 percent power. Let conditions stabilize.

4. Adjust the HP Constant value PLUS or MINUS so that the %HP reading on the display equals ‘70 %HP’. Note: this is the percent of maximum horsepower.

5. Hold both NEXT and Button 2 until you see SET.

Adjusting the MAP

This procedure allows you to adjust the MAP to the altimeter setting at a sea level airport. NOTE: If airport is not at sea level, use the

correction table to derive corrected sea level altimeter setting).

1. Enter the pilot program mode by simultaneously holding the STEP and

LF buttons for five seconds.

2. Tap NEXT repeatedly until you see MAP ADJUSTMENT +0.0. Then hold both the NEXT and Button 2 until you see ADJUST momentarily.

3. Adjust the value using the PLUS or MINUS until the value equals the altimeter setting (sea level airport). The adjustment range for the MAP is ±3.0 inHg.

4. Hold both NEXT and Button 2 until you see SET.

For Your Safe Flight Page 41

Adjusting the HP Value

You must set the nominal horsepower of your engine. This value is used to calculate the percent horsepower display.

1. Enter the pilot program mode by simultaneously holding the

STEP and LF buttons for five seconds.

2. Tap NEXT repeatedly until you see Engine HP 200. Then hold

both the NEXT and Button 2 until you see ADJUST momentarily.

3. Adjust the value PLUS or MINUS to equal your engines HP.

4. Hold both NEXT and Button 2 until you see SET.

Section 11 - Programming the Fuel Flow

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.

Page 42 Engine Data Management

Fuel Flow K factor

The K factor is shown on the fuel flow transducer as a hand written fourdigit number, which represents the number of pulses per tenth gallon of fuel flow. Before installing the transducer, record its K factor here _________. The EDM stores the K Factor in the form 29.12, i.e. if the transducer K factor is 2912, you would enter 29.12 in the EDM’s K factor field.

Fine Tuning the K Factor

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

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

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

Fuel USED shown by EDM

Flight

(total tank - REM) Actual fuel used by topping

tanks

1 2 3

Total

 

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

3. Record the current K factor here ____________________

and in the table below.

4. Calculate the New K Factor as follows:

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

(actual fuel used)

New K Factor = ( ) x ( )

( )

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



EDM



actual



Current New K Pilot’s

For Your Safe Flight Page 43

Date fuel used fuel used K factor factor

=x/

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 flashing digit: 19.00

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

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

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.

initials

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. Fine tuning is accomplished over multiple flights of sufficient duration and repeatable conditions. Use the process below to calculate and correct the K Factor to achieve maximum performance. Note: This process adjusts the K. factor only half of the correction. We recommend this because it minimizes ‘chasing’ a correction target back and forth

Page 44 Engine Data Management

Programming Trip Mode

Trip Mode keeps a running total of fuel used (USD) for all flights. If Trip Mode = No, fuel ‘USD’ is zeroed after updating the EDM’s fuel computer via Refuel modes. NOTE: to clear the fuel used display at any time, tap STEP until you see USD. Hold both DIM and ALL/EGT/FF buttons until the display shows ‘.0 USD’.

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

2. Tap NEXT repeatedly until you see TRIP Used? No .

3. Tap YES to select the trip mode or NO to deselect mode.

4. Tap NEXT to accept your choice.

Setting the GPS Com Format

This process allows you to select what GPS communication format the EDM should use when sending fuel flow data to the GPS. See table below with the numeric GPS-C values and their corresponding formats.

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

2. Tap NEXT repeatedly until you see GPS FORMAT .

3. Hold DIGIT and Button 2 until ADJUST appears

4. Select desired code value using PLUS or MINUS.

5. Hold both NEXT and Button 2 until you see SET.

GPS-C Type of GPS Format

0 No fuel data output 1 Garmin (Shadin Miniflow format) 2 Allied Signal (format B) “To waypoint only” 4 Arnav/EI fuel flow data 4 Allied Signal (format C) * 5 (Not used) 6 Garmin 430/530 GNX-80/GX-60 “To waypoint only” 7 Garmin 430/530 GNX-80/GX-60 “To Destination only” 8 Bendix(B) - DEST

For Your Safe Flight Page 45

Factory Limits (Hold Step and LF at end of Pilot Program Mode).

Factory Next MAIN = 76 Plus Minus Aux = 0.0 Plus Minus AMPS ADJ. +0 Plus Minus Hold Step and LF to enter or

FUEL PRESSURE FP=30PSI 2W

CUSTOMIZE DISPLAY

END Yes No

Plus Minus Hold Step and LF to enter or

exit

Page 46 Engine Data Management

Troubleshooting the EDM

Diagnostic Testing on Startup and During Flight

When your EDM is first turned on, it tests internal components, calibration and integrity of the probes. Most alarms are disabled until the engine has been started.

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.

Diagnostic Messages

The following displays indicate malfunctions in the system:

Startup and Operational Diagnostics

0.0 GPH

--- GPH

--- H.M

OPEN PRB

BAD-PRB Red ‘X’ drawn

through a gauge CAL ERR

DSP XXX

COMM ERR

NO I 5 MV

NO 50MV

NO 2.5V

PWR DWN WARNCAL,

WARNCFG

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

Open probe. Wiring to probe is open circuit. Check wiring and crimps. Swap probes to troubleshoot. Bad probe. Erratic reading. May be poor electrical connection. Swap probes to troubleshoot. Gauge is non functional.

Calibration error. Return unit to factory. Internal communication error. Return unit to factory. Internal communication error. Return unit to factory. Calibration error. Return unit to factory. Calibration error. Return unit to factory. Calibration error. Return unit to factory. Power down the instrument and power up again.

Transient warning messages. If they persistently occur, return the unit to JPI for repair.

For Your Safe Flight Page 47

HOBSERR

The time of the most recent flight may not be reflected in the HOBBS meter.

HOBSBAD HANGCFG,

HANGCAL

The HOBBS data has been corrupted. The HOBBS meter will be cleared.

Internal system errors. Return unit to factory.

GPS Interface Diagnostics

Measurements ‘xxx REQ’,

‘xxx RES’ and ‘xxx MPG’ are all

missing from the scan.

NO - COM message and

‘xxx REQ’, ‘xxx RES’ and

‘xxx MPG’ are all missing from

the scan.

No communications from GPS receiver to EDM. Possibly no connection or aircraft GPS is off. Communications are received by EDM and the Auto-Protocol setup is in process. Verify correct output format setup in GPS receiver; check GPS connections.

NO - SIG message and

‘xxx REQ’, ‘xxx RES’ and

‘xxx MPG’ are all missing from

GPS receiver has insufficient signal for valid data.

the scan.

NO - WPT message and

‘xxx REQ’, ‘xxx RES’ are all

No waypoints are programmed into the aircraft GPS receiver.

missing from the scan.

Section 12 - Appendices

Shock Cooling (CLD)

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 from Lycoming should not exceed 50°F per minute cooling rate.”

JPI checks shock cooling (CLD) on all cylinders displaying the fastest cooling cylinder in degrees per minute cool rate.

Page 48 Engine Data Management

List of ALL messages in EDM-900

Startup Banner Messages

=====================

EDM900 PRIMARY FOR 182P-SA000152WI 550

Refuel Messages =====================

REFUEL? TOP OFF? MAIN 74.0 GAL CHANGE FUEL QTY? + X.X GAL Adjusted by + 0.5 GAL Initial Fuel 71.6 GAL

LeanFind Messages (ROP)

=====================

ROP EGT 1494 FF 17.7 NOPEAK EGT 1494 FF 17.7 LEANEST ROP -90 FF 12.5

LeanFind Messages (LOP) ====================

ROP EGT 1494 FF 17.7 NOPEAK LOP EGT 1494 FF 17.7 LEANEST RICHEST LOP -55 FF 11.5

LCD Brightness Messages =====================

LCD BRIGHTNESS: 2%

'Normal' Scanner Messages ====================

EGT 1494 CHT 332 OIL-T 195 °F VOLTS 27.4 T to E 00:04 H:M CLD 0 ° / Min DIF 8 °F Est. REM 74.0 GAL WP REQ 12.5 GAL Est. RES 61.5 GAL ECON 9.9 MPG F-F 14.7 GPH AMPS 0 VOLTS 27.4 FUEL-P 13 PSI

Primary Alert Messages (All RED text, channel name flashing) ====================

L-FUEL 0 GAL R-FUEL 0 GAL CHT1 476 °F OIL-T 245 °F DIF 1382 °F BAD PROBE CHT5 REM 1.1 GAL RPM 2760 MP 37.7 In. Hg

Non-Primary Alert Messages (All WHITE text, channel name flashing) ====================

T to E 00:04 H:M CLD 87 ° / Min Est. REM 74.0 GAL BAD PROBE EGT3 VOLTS 21.4 AMPS -5

Data Download Messages ======================

DOWNLOAD: NEW DOWNLOAD: ALL DOWNLOAD: EXIT

Pilot Program Messages =====================

PROGRAM REFUEL? Auto Scan Rate 4 Trip Used? No Trip Used? Yes EGT Display In 1's EGT Display In 10's OAT Display :F OAT Display :C HP Constants Engine HP 300 MAP ADJUSTMENT +0.0 K-Factor 1 30.45 CARB? No CARB? Yes CARB=2 GPS Format

#0: No Output #1: Shadin #2: Bendix(B)-WP #3: Arnav/EI fuel data #4: Bendix(C) #5: No Output #6: GNS 430/530-WP #7: GNS 430/530-DEST #8 Bendix(B)-DEST Time: 13:17:45 Date: 07/11/11 End? Please wait...Saving changes.

For Your Safe Flight Page 49

Navigation Data Formats

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

Format Baud

NMEA-183 (Marine Nav Data Format)

4,800

This is the format for most handheld GPS receivers. Loran must have sentences RMA & RMB. GPS must have sentences RMB & RMC.

Aviation Data Format

Northstar (Northstar binary)

9,600

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

“Output sentence type 1” Required sentences are: A, B, C, D, E, I and L first character identifier byte. Sentence terminator may be either <CR><LF> or <CR> alone.

Navigation Data Ports for GPS Comm

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

Navigation Data (output from GPS; input to EDM)

Compatible with RS-232, TTL, RS-423, RS-422 SDA. Serial format: 8 data, 1 start, no parity. Baud 1200, 4800, or 9600, depending on the GPS data output format. The EDM automatically detects the GPS data output format and is independent of the GPS-C setting.

Fuel Data (input to GPS; output from EDM)

RS-232 Serial format: 8 data, 1 start, no parity. Baud 9600. Output format is determined by the GPS-C setting, but may be over-ridden by the GPS navigation format: If the EDM senses Northstar or NMEA-183 navigation data input, there will be no fuel data output.

Interface connections to selected GPS models

EDM P4 - Pin 1 to: EDM P4 - Pin 2 to:

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

Section 13 - 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 (RMA) before returning any equipment.

J.P.INSTRUMENTS Inc.

3185 B Airway Costa Mesa, CA 92626

Call: (800) 345-4574 Web: www.jpinstruments.com or www.JPITech.com

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 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.

For Your Safe Flight Page 51

EDM Quick Reference Guide

* Pre-leaning procedure:, 28

Accumulate, 45

total, 35

Adjusting

K-factor, 42

Alarm limits, 9, 36

display, 18 Alarms, 36 Alerts, 36 Allied Signal, 45 Automatic mode, 22 Aviation data format, 50

Bar graph, 9, 20 Baud rate, 50 Blinking display, 26, 27, 31 Button

DIM, 18

LF, 17

RoP/LoP, 17 Buttons

front panel, 6, 17

Climb, 12 Compression, 16

low, 15

Compressor discharge

temperature, CDT, 23 Cowling, obstruction, 16 Cruise, 13 Custom programming

fuel flow option, 42

Data

GPS formats, 50

ports, GPS, 50

Delete measurements, 23 Descent, 13 Detonation, 15, 16 Diagnosing engine problems, 42

Diagnostic

fuel flow messages, 47

GPS interface messages, 48

self test, 47 DIF, 23 DIM, 18 Display, 19

digital, 19

flashing, 26, 27, 31

Scanner, 19 Downloading, 37

Calibration

horsepower, 41, 42 internal self test, 47 K factor, 43 K-factor, 42 MAP, 41 OAT, 39

Carburetor

ice, 15 temperature, 23

Celsius

display indicator, 19 OAT, 39

Change

button, 17

CHT

too high or too low, 16

Economy, best, 25 EGT

loss, 15

resolution, display, 39

select switch, 35

too high, 15, 32

too low, 15, 32 Eliminate measurements, 23 Engine

diagnosis chart, 15

limits, normal, 14

run-up, 12 Error messages, 47 Exclude measurements, 23 Exhaust leak, 16 EzConfig, 39

Fahrenheit

display indicator, 19

OAT, 39 Failure to pre-lean, 32 FF, select switch, 35 First cylinder to peak, 28 First time setup, 38 Flashing display, 26, 27, 31 Flat EGT response, 15, 16 Fuel

accumulate, 35

injectors, 16

injectors, clogged, 12, 15

Octane, 16

pump, 16

remaining, 24

required, 24

reserve, 24

start up, 6, 34

used, 24 Fuel flow, 33

diagnostics messages, 47 Full throttle, 12

GAMI, 24, 31 Gasket, manifold, 16 Getting started, 4

GPS

data formats, 50

data ports, 50

interface diagnostics, 48

H.S, 24 Hastaloy, 31 History

display, 55 Hobbs, 18

display, 21 Holding a button, 17 Horsepower

calibration, 42

constant setting, 41

Ice, carburetor or induction, 15 Ignition, 16

timing, 15 Include measurements, 23 Indexing

scan rate, 39 Induction, 15

air temperature, IAT, 23 Informing the EDM-930

startup fuel, 34 Intake valve, 15 Interpreting

data, 12

display, 15

K-factor

calibration, 43

changing, 44

determing, 43

Leak

manifold, 16 Leanest cylinder, 26, 27 LeanFind

button, 17

procedure, 11, 24

Leaning

by TIT, 31

too quickly, 32 LF. See LeanFind Long Term Memory

operation, 37

Manual mode, 23 MAP

calibration, 40, 41

display, 9 Miles per gallon, 24 Misapplications, 32 Missing

column, 15 Mixture, 28

best economy, 25

EDM Quick Reference Guide

best power, 25

MPG, MPK, MPL, MPP, 24

Nautical miles per gallon, 24 Navigation data formats, 50 NMEA-183, 50 NO COM, 48 NO SIG, 48 NO WPT, 48 Normal engine limits, 14 Normalize view, 19 Northstar binary format, 50 NRM, 19

OAT

calibration, 39

F or C, 39 Octane, 16 Off-scale EGT bars, 32 OPEN PRB, 47 Operation, 17, 22

fuel flow monitor, 33

Parameter indexing, 10 Peak EGT, 28 PEAK EGT, 26, 27, 29 Pilot programming

fuel flow option, 42 Power, best, 25 Primary

preset alarm limits, 4 Product support, 51 Programming

fuel flow option, 42

RAD, 8 Range, normal temperature, 14 Rate

baud, 50

fuel flow, 33

indexing, 39

shock cooling, 13 Recording. See Long Term Memory

Red line, 14 REM, 24 Remove measurements, 23 REQ, 24 RES, 24 Resolution, EGT display, 39 Rich of Peak, 24 RoP/LoP

button, 17 Rough engine, 15 RPM

display, 9 RS-232, 50 Run-up, 12

Scanner

displays, 19 Select switch, 35 Setting the K factor. See Fuel Flow Setup, 38

fuel flow option, 42 Shadin Miniflow, 45 Shock cooling, 13, 14, 23, 49 Spark plug

fouling, 12, 15 Standard view, 19 Startup

diagnostics, 47

fuel, 6, 34 Stuck valve, 15 Switch, select, 35

Tachometer. See RPM Take-off, 12 Tapping a button, 17 Technical support, 51 Test, self, 47 Time to empty, 24 Timing, ignition, 15 TIT, 31 Toggle, N, P, 19 Total

fuel used, 24, 45 Total fuel, 35 Transducer, fuel flow, 33 Trip total, 45 Troubleshooting

engine, 15

GPS, 48

Trouibleshooting

fuel flow, 47

Turbocharged Engines, 31

Uniform, CHT, EGT not, 15 USD, 24

Valve

lifter, 15

stuck, 15 Vapor, 16 View

change diagram, 18

normalize, Standard, 19

Warranty, 51

J.P. Instruments EDM 900 User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual