J.P. Instruments EDM 930 Installation Manual
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 1 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
TABLE OF CONTENTS
Section Page
1.
Revisions ______________________________________________________________________________________ 2
2. Read This First _________________________________________________________________________________ 2
3. Instrument Labeling______________________________________________________________________________ 3
4. Primary TSO Label ______________________________________________________________________________ 3
5. Operation and Abbreviations ______________________________________________________________________ 4
6. Remote Alarm Light EDM 900 _____________________________________________________________________ 5
7. Locating and Installing the Indicator and Remote Alarm Display (RAD and Alert Light)________________________ 8
8. EDM-900/930 Key information installation __________________________________________________________ 10
9. Routing the Wiring Harnesses_____________________________________________________________________ 11
10. Pressurized Aircraft wire Routing__________________________________________________________________ 11
11. Power Connection______________________________________________________________________________ 12
12. Probe Wiring__________________________________________________________________________________ 12
13. Exhaust Gas Temperature Probe (EGT) Installation ___________________________________________________ 13
14. Cylinder Head Temperature (CHT) Probe Installation__________________________________________________ 14
15. Radial Engine CHT (spark plug gasket) _____________________________________________________________ 14
16. Outside Air Temperature (OAT) Probe Installation ____________________________________________________ 14
17. Oil Temperature Probe Installation ________________________________________________________________ 15
18. Oil Pressure Sensor Installation ___________________________________________________________________ 15
19. Fuel Pressure Sensor Installation using combination sensor _____________________________________________ 16
20. Ammeter Shunt Installation _______________________________________________________________________ 17
21. General Fuel Flow Transducer Installation __________________________________________________________ 18
22. Fuel Level Sender Wiring Types ___________________________________________________________________ 20
23. Fuel Flow Totalizer, Refuel Question _______________________________________________________________ 26
24. GPS Interface _________________________________________________________________________________ 27
25. Manifold Pressure (MAP) Sensor __________________________________________________________________ 27
26. RPM Sensor installation _________________________________________________________________________ 28
27. EDM-900/930 Specifications and Limitations_________________________________________________________ 30
28. EMI Radio Test and functional check: ______________________________________________________________ 31
29. Component Parts_______________________________________________________________________________ 32
30. Weight and Balance Data ________________________________________________________________________ 34
31. Pilot Programming _____________________________________________________________________________ 34
32. Programming the HP Constant____________________________________________________________________ 35
33. Programming the MAP __________________________________________________________________________ 35
34. Selecting Fuel Pressure Type (EDM-900 onl y )________________________________________________________ 35
35. Customizing Non-Primary Data (EDM900 only) ______________________________________________________ 36
36. K Factor______________________________________________________________________________________ 36
37. Fine tuning the K Factor_________________________________________________________________________ 37
38. Adjusting the K Factor___________________________________________________________________________ 38
39. Programming Accumulate Trip Total _______________________________________________________________ 38
40. Trouble Shooting_______________________________________________________________________________ 39
41. GPS Interface Diagnostics _______________________________________________________________________ 40
42. Connector Pin Assignments on EDM, J1 through J5 _______________________________________________ 41
43. Connector Pin Assignments on EDM, J1 through J5 ___________________________________________________ 42
44. J3 RPM, MP, Oil-P_____________________________________________________________________________ 45
45. Appendix A Connector Pin Assignments on EDM, J1-J2 Only with ARINC 42 ______________________________ 49
46. Appendix B ICA _______________________________________________________________________________ 50
The Owner of the EDM-900/930 must keep this manual
J.P. INSTRUMENTS
PO BOX 7033
HUNTINGTON BEACH CA
Last printed 6/2/2014 10:18:00 AM
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 2 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
1. Revisions
REV Description Date Approval
G
H
I
J
Added new pictures of 900 and 930, page 6. Abbreviations page 4. Revised how the
JPI data base functions, page 3. Added revision box. Page 2. Added fuel level
calibration, page 22. Renumbered all pages.
Revised to include new trouble shooting section for ICA and renumber pages. Updated
pressure sensors to i2s
Revised TSO Label to show lighting change and added ARINC 429 wire chart 1-18-2013 JFP
Updated Part Numbers and Added new ICA and Pressure bulkhead paragraph 5-24-2014 JFP
9-28-2011 JFP
12-02-2011 JFP
2. Read This First
The following notes apply to a new installation. Read this section before proceeding.
The JPI warranty found in the back of the pilots guide clearly states that JPI will replace defective parts under
warranty, but does NOT cover labor to remove or install any parts.
The most common cause of probe problems is poor terminal crimps. Crimp ring terminals with AMP tool or
equivalent. Fold back the wire double before crimping terminals.
Do not use aluminum fittings or Teflon tape or pipe sealant with the FXT-201 or FXT-231 fuel flow transducer.
Write down the K-factor engraved on the side of the fuel flow transducer here _______. Once the transducer is
installed and covered with the fire sleeve, you will not be able to access this K factor.
Determine the locations of all holes before drilling to ensure that nothing interferes with the probe, clamp, clamp
screw or wire.
Provide service loops at the instrument so that it can be moved for maintenance or troubleshooting.
Thermocouple wire length is not critical. Trim to required length, allowing for service loops at the engine so that
probes can be swapped with probes on adjacent cylinders for troublesh ooting purposes.
Dress all wires away from high temperature components such as exhaust stacks.
Never splice thermocouple wire using copper wire. Use only K-type thermocouple wire. Solder using zin c
chloride flux such as Nokorode brand – rosin flux alone will not work.
Observe correct polarity on all probe wires. Connect like colors together (red to red, yellow to yellow).
The instrument must be grounded at the engine, not at the avionics ground.
Record the installation of the EDM-900 or EDM-930 on a FAA form 337. Make an entry in the aircraft logbook.
Note: Removal of probes, sensors and the instrument is the reverse of the installation procedure.
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 3 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
3. Instrument Labeling
The TSO label on the instrument is marked as to the instrument configuration.
The part number of the instrument is as follows:
Model designation system by part number for EDM-900/930
Model Number / Part Number Description
EDM-900 PN 790000-A- [XXX] TFT (liquid crystal) Type Display
EDM-930 PN 790000-C- [XXX] TFT (liquid crystal) Type Display
INSTRUMENTS THAT CAN BE PRIMARY IF IN POH NON-PRIMARY INSTRUMENTS
CHT
4-9
OIL
TEMP
OIL
PRESS
MAP FUEL
FUEL
FLOW
FUEL
PRESS
RPM CDT
RAD
Alert Light
TIT OAT
Quantity
EGT
4-9
CARB
Volts
Amps
IAT MPG Percent of HP
Time to
empty
Required
to WP
Reserve at
WP
Fuel Remaining
Fule USED
Shock Cooling
Differential EGT
Normalize
Example PN 790000-(X)-(XXX) (X) denotes EDM-900 or EDM-930, (XXX) denotes Part Number for a specific
aircraft with or without and engine STC. Each PN is specific to a Make and Model Aircraft with or without
STC. In which the information is gathered from the Aircraft POH or STC Data sheet.
Aircraft type
w/engine STC No. if
applicable
JPI assigned Data Base Part No. per
Limits found in the POH or engine STC
for a specific aircraft
Part No. Displayed on 930
RAD at Start-up or 900
message area
Cessna 182-P 534 790000-X-534
Cessna 182-P, STC12345NW 875 790000-X-875
4. Primary TSO Label
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 4 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
5. Operation and Abbreviations
The EDM-900/930 is a combined electronic indicating system which simultane ously displays to the pilot powerplant
and aircraft systems operating parameters. It includes the following indicating systems; replacing all previous
primary digital and/or analog instruments: Message Area Abbreviation in parenthesis. (X)* denotes cylinder No.
Gauge Function
Primary Primary
Engine rotational speed RPM xxxx
Engine Manifold Pressure MAP xx.x in hg
Engine Cylinder Head Temp CHT2 xxx oF
Engine Oil Temperature O-T xxx oF
Engine Oil Pressure O-P xxx oF
Fuel Pressure F-P xx PSI
Fuel Flow to engine F-F xx.x GPH
Comp. Discharge Temp. CDT xxx oF
Turbine inlet Temp. Left side TIT-L xxxx oF
Turbine Inlet Temp. Right side TIT-R xxxx oF
Single Turbine Inlet Temp. TIT xxxx oF
Non-Primary Non-Primary
Exhaust Gas Temp. EGT2 xxxx oF
Shock Cooling of CHT CLD xx o/MIN
Differential Temp. of EGT DIF xx oF
Bus Voltage Volts xx.x
Amperage Load AMPS xx
Outside Air Temp. OAT xx oF
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 xx GAL
Message Area
Alarm Abbreviation
Estimated Fuel required to Waypoint Est. WP REQ xx GAL
Estimated Fuel Remaining at Waypoint Est. WP RES xx GAL
Nautical Miles per Gallon ECON xx.x MPG
Brightness, Dim control DIM/BRT
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 5 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
6. Remote Alarm Light EDM 900
The remote alarm light is a Red or Yellow light depending on the alarm condition. The EDM-900 incorporates a
single light that alerts the pilot that a problem existing within the engine. This light is place in with the primary flight
instruments and required only if the display is more than 8 inches from the center of the instrument “T” to a max of
21 inches. It is a single light that changes color with condition and the label associated with the light must be lit by
a post light or such that you can see the word “ENGINE”.
6.1
Remote Alarm Display (RAD) Operation EDM-930
The RAD is a 0.2” high, 8 character independent display found on the EDM-930 only. The RAD will still function if
the main display is inoperable. An alarm—such as the CHT is 480° on cylinder number 2—is displ ayed as
480CHT2. The label CHT2 will flash whenever an over-temperature exists and will extinguish when the temperature
falls below the limit temperature. Other alarms would be displayed as, for example: 2780 RPM.
The RAD is located directly in front of the pilot and displays digital caution and limit excedances when any of the
parameters have reached its preset trigger point. Whenever limit alarms are not triggered, the RAD continuously
displays MAP and RPM.
On initial startup or whenever power is turned on, the words EDM-930 PRIMARY” are displayed, followed by the
make and model of the aircraft with STC information for which the primary limits were set
Alarm hierarchy for the EDM-900/930
When a measurement limit is reached, the pilot should momentarily depress the STEP button on the EDM-900/930
instrument to extinguish the particular flashing alarm acronyms. If another function has also reached its limit, that
label will then begin to flash. The pilot should continue to monitor the affected parameters as he would if a
conventional analog display had reached a limit. The bar graph functions of CHT, EGT, and TIT remain displayed
for easy reference should one of these limits be reached. Alarm hierarchy is shown in the table below.
1. OILP_LO.
2. FP_LO.
3. OILT_HI.
4. CHT.
5. TIT.
6.2 Dimming
Automatic dimming is provided to dim both the panel display and the remote alarm display. Dimming can also be
accomplished manually to change the Automatic setting. Button #3 initiates the manual Dim function and shows
which button to press for Dim or Bright changes.
6. FLVL.
7. REM.
8. FP_HI.
9. MAP.
10. DIF.
. The display starts up in the max brightness mode.
11. CLD.
12. RPM.
13. OILT_LO.
14. VOLTS.
15. OILP_HI.
16. AMPS.
17. CDT.
18. RES.
19. EGT.
20. Fuel Flow.
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 6 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
RAD
EDM-930 Display
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 7 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
EDM-900 TFT Flat panel display
Portrait Mode
Remote Alert Light
With the placard
“Engine”
EDM-900 TFT Flat
panel display
Landscape Mode
EDM-900 system mounts in a 3.125 inch diameter instrument panel hole in either a portrait or landscape position
depending on panel hole location. By holding the Step button ( first on left) for approx. 10 seconds and arrow will
appear on the display showing which way the rotation will use as up. Use the LF (Second from left) button to index
the rotation arrow. When the proper position is achieved, tap the step button Tap STEP to save the new rotation.
At this point properly the rotation will be saved and the unit will reboot to the new rotation. The rotation will not
occur if the engine is running.
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 8 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
7. Locating and Installing the Indicator and Remote Alarm Display (RAD and Alert Light)
Single Engine Aircraft EDM-900/930
A) The EDM-900/930 display should be located as close as possible to the pilot with an unobstructed view
and for easy access to the buttons on the instrument. The least desirable view angle is landscape looking
up. To improve the view angle call the factory. A remote display is also provided for alarm indications and
should be directly in front of the pilot.
B) The RAD PN-790749 mounts in a 5/8 inch hole in the panel directly in front of the pilot for the EDM-930
and an alert light for the EDM-900 is mounted in a 3/8 dia hole.
The diagram below should be used as a guide for cutting and drilling the mounting and buttonholes in the
instrument panel. The dimensions shown are for the finished cutout. Allow extra clearance for any panel fini sh such
as powder coat. The EDM mounts from behind the panel through this cutout. Fabricate the appropriate cut-out
using the fig below as a guide. If the panel has too many holes for a clean installation, it is recommended that a
0.10” aluminum overlay panel be constructed and installed over the original instrument panel and the EDM be
installed into this overlay panel. The Remote Alarm Display PN-790749 mounts in a 5/8 inch hole in the panel
immediately above the Attitude Gyro / D.G. / HSI +/- 0.5 inches from their centerline directly in front of the pilot.
4.1 Figure 1:
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 9 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
Mounting bracket for the EDM-900
EDM-900 Model:
instrument and tighten the clamp hex screw until you can just remove the instrument from the bracket. The
Mounting bracket is then placed behind the instrument panel hole and screwed (6-32 x ½” screws) in place using
the existing holes. Three screws should be used leaving one hole vacant on either side of the hex screw. Locate
the hex screw in a location that you can easily get to from the rear of the panel. The body of the instrument is 3.0
inches in diameter and 2.0 inches deep less connectors.
Mounts in a standard 3.1/8” instrument hole. First, place the mounting bracket on the
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 10 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
5. EDM Display Installation
Choose the Proper Installation Location
The display is best located within the natural scan and easy reach of the pilot. The recommended mounting location
is defined as the distance from the vertical centerline of the Primary Flight Instruments to the outer edge of the
further most gauge displayed on the EDM.
HORIZONTAL ORIENTATION:
The EDM display may be mounted from the vertical centerline of the Primary Flight Instrument “T” to a maximum of
21” to the further most gauge of the EDM display and to the left of the centerline as much as needed.
VERTICAL ORIENTATION:
The EDM display is to be mounted within +/- 10” from the horizontal centerline of the Primary Flight
Instrument “T”. The installer should insure that the EDM display is not obstructed by either
the glare shield or the control wheel.
The installing A&P and IA must insure that the installation location complies with the viewing angle requirements
listed above.
8. EDM-900/930 Key information installation
Aircraft specific configuration information is loaded differently on both the EDM-900 and the EDM-930. The
configuration data is the same for both instruments. The data for the EDM-900/930 is loaded via the mini USB port
on the EDM-900 and a standard USB port for the EDM-930.
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 11 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
Be sure to verify that this matches your aircraft.
Note: If your EDM should ever have to be replaced with a different unit, the factory will reprogram it to match your
configuration. You should always retain your fuel quantity calibration records, as these may need to be manually reentered in a different or serviced unit.
9. Routing the Wiring Harnesses
Five connectors are protruding from the rear of the instrument. Connect the five wiring harnesses to the rear of the
instrument and run the cables through the firewall into the engine compartment. Allow sufficient service loop to
facilitate removal of the connectors for servicing. These wiring harnesses are labeled as follows:
Conn Harness PN
P1 790200 Power, Engine ground, MFD input, MFD output the following are optional and need
to be added : Oil temperature, Induction temperature, Carburetor temperature,
Outside air temperature, Turbine inlet temperature, Turbine inlet temperature 2,
P2 700700
700702
P3 790422 RPM, MAP, Oil pressure
P4 700708 Serial data to GPS, Serial data from GPS, Fuel flow transducer
P5 790723 Fuel Pressure, Fuel Level (Resistive and Capacitive ), Amps
RAD 790749 Category 5 jack and cable for RAD (Remote Alarm Display)
CHT, EGT 6 cylinder
CHT, EGT 4 cylinder
Route the wires from the connectors through the firewall using rubber grommets and flame retarding silicone. Use
an existing hole if possible. All wires must be routed away from high temperature areas (exhaust stacks,
turbochargers, etc.). Secure probe and sensor leads to a convenient location on the engine a pproximately 8 to 12
inches from the probe or sensor, being sure there is sufficient slack to absorb engine torque. It is essential in
routing the probe wire that this wire not be allowed to touch metal parts of the air-frame or engine since abrasion
will destroy this high temperature wire. Secure wires along the route to the indicator. Secure wire using original
clamps, tape or tie wrap if possible.
Note: The probe wires must not be tied in with ignition, alternator or engine cabin heater ignition wires or
transceiver coax cables because of potential induced interference with readings.
The temperature probe wiring harness is made of Chromel-Alumel alloy wire s that must not be substituted or
extended with copper wire. Temperature probe leads must be spliced with the same type of wire (typically
Chromel-Alumel for JPI temp probes) using copper butt splices. The other signal and power wires are made from
normal copper and must meet MIL-W-32759/16 or equivalent.
CAUTION: Be sure the installation does not result in interference with any aircraft control movements.
When the installation is complete all wires should be secured using ties and carefully checked for interference,
rubbing or chafing with flight controls and associated cables or any other moving parts.
10. Pressurized Aircraft wire Routing
Pressurized Aircraft have a factory installed pressure bulkhead pass thru boot or connector at the pressure vessel
or firewall where all electrical wires from the engine pass through to the cockpit. If you can not find the opening
follow the wires from the engine to the pressure vessel. If a boot with sealant is used, remove the sealant, pass
the signal wires from the transducers mounted in the engine compartment to the display unit. Upon accomplishing
this reseal the opening with factory recommended sealant.
An alternate method for a cannon connector is to use existing wires in the aircraft going thru the pressure bulkhead.
The EDM-900/930 replaces
gauges which have wires going thru the pressure bulkhead. Making a new hol e in the pressure bulkhead is
beyond the scope of this document and will require a DER or other FAA approval.
the RPM, MAP, CHT, Oil Temperature, Oil Pressure Fuel Pressure, Fuel Flow and TIT
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 12 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
11. Power Connection
The EDM automatically adapts to either a 14 or 28-volt electrical system. Master Bus power wire to the EDM
should be 20ga copper connected directly to the master solenoid located at the battery to avoid a line drop when
cranking. A 5 amp circuit breaker is required. Connect the EDM ground wire to the engine block. The
instrument is designed to reset at less than 10vdc bus power, therefore the instrument may reset on engine start
(typical for 14vdc systems). For lighting, no connection to the aircraft dimmer system is required becau se the
instrument dims automatically with reductions in ambient light. Required power for 900 or 930 is 1.0 amp at 14vdc
12. Probe Wiring
When cutting the pair of leads to the proper length to connect to the probes, leave enough slack in the wiring so
that probe may be interchanged to an adjacent cylinder if necessary for trouble-shooting and servicing.
Thermocouple wire length is not critical and should be trimmed to any length as required for a clean installation.
The Temperature probe must be wired with the correct polarity. The temperature probe connects to its temperature
indicator with yellow jacket Teflon Chromel Alumel wire supplied. Strip the wires as shown below—observing colo rcoding.
2 1/4"
yellow
Thermocouple wire harness
red
Terminate each wire with a crimp-on ring terminal, provided. The ring terminals may be crimped with an AMP part
number 48518 crimp tool is recommended however, a “service-type” tool may also be used. Verify the quality of
each crimp with a sharp tug on the wire. The terminal should be impossible to pull off when crimped correctly.
1/4" 1 1/2"
Fold back wire
double before
crimping terminals
ring terminal
shrink tubing
Place a ¼ x 4-inch sleeve over each pair of wires in the wiring. Connect the wire ring lug to the probe ring lug using
the supplied number 4 screws and nuts, placing the star washer between the ring lugs, not against the nut.
Important: place star waster between two ring
terminals and tighten nut and bolt as
to instrument
necessary
to probe
Slide the sleeve over the joint and secure with three tie-wraps.
tie-wrap 3 places
1/4 x 4" sleeve
The most common installation problems are related to poor quality terminations.
Wiring Markings
12.1
The EDM-900/930 is supplied with special Teflon insulated Chromel Alumel factory assemble d wiring harness
configured for the correct number of cylinders. The wire harness is marked E1= EGT-1, C1= CHT-1, etc.
NOTE: Unlike most other EGT & CHT installations the probe wire length is not critical and should be
trimmed to any length as required for a clean installation. Do not extend the thermocouple wire with
copper wire.
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 13 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
13. Exhaust Gas Temperature Probe (EGT) Installation
Use the J2 connector harness 700700 or 700702 labeled E1 through E4 or E6. Remove the existing EGT ga uge
and Probe. Replace with JPI probe M-111 in all exhaust stacks.
The Model M-111 Probe will fit any engines where
the existing holes in the exhaust stack are 1/8" to
EGT probe
Drill no. 40
pilot hole,
then no. 30
hole.
exhaust stack
2" to 4"
CHT probe
1/4" in diameter. If no hole exists, it will require the
drilling of a 1/8" diameter hole and ream to fit. It is
important that each probe be mounted the same
distance from its exhaust stack flange. A nominal
distance of 2 to 4 inches from the exhaust flange is
recommended. If the recommended distance is
impractical because of obstructions, slip joints or
bends in the exhaust system then position the
probes a uniform distance from the flange as space
permits. Do not mount probes in slip joints. Be
certain to locate all holes BEFORE drilling to
ensure that nothing interferes with the probe,
clamp, screw or wire. Careful matching of probe
position will provide best temperature readings.
Insert the probe in the exhaust or previously drilled hole so that the tip of the probe is in the center of the exhaust
stream. Tighten the stainless steel clamp to a torque of 45 in/Lbs. Cut off the excess strap close to the screw.
Clamp
Seal Washer
note orientation of
Thimble
Probe
slot
Position probe
in approximate
center of
exhaust
RADIAL Engine EGT
13.1
Radial engine exhaust, require a larger EGT clamp (supplied) to fit the 2.5 inch exhaust pipe. The EGT probe is installed in the
same fashion as a Lycoming or Continental engine and should be placed between the exhaust pipe flange and the accumulator
at a distance of 2 to 3 inches from the engine exhaust flange. Refer to the engine manufactures recommended location. Do not
route the EGT/CHT harness in with the ignition harness. Do not extend the yellow thermo couple leads with copper wire.
13.2
Turbine Inlet Temperature (TIT) Probe Installation (optional)
Use the J1 connector harness 790200 and insert the yellow wire into the connector pin 16 an d the red wire into pin
17. The standard TIT probe PN M111-T with a #48 clamp is placed in the exhaust stack accumulator to a maximum
depth of 1/2 inch and approximately 4 inches from the turbine inlet if possible, on the waste-gate side of the turbine.
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 14 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
13.3 TIT for second Turbine Inlet Temperature
Use the J1 connector harness 790200 and insert the yellow wire into the connector pin 18 an d the red wire into pin
19. The standard JPI TIT probe P/N M-111-T with a special clamp is placed in the exhaust stack accumulator to a
maximum depth of 1/2 inch and approximately four inches from the Turbine inlet if possible, on the waste gate side
of the turbine.
13.4
Using the Factory original TIT Probe
The factory installed TIT probe (K-calibration) is compatible with the JPI EDM-900/930 System. Connect the JPI
wire marked TIT in parallel with the factory probe noting color polarity. Replacement probes should be purchased
per part number from the aircraft manufacturer.
If you choose to use only the EDM-900/930 TIT display you may remove the factory installed TIT indicator and
leave the TIT probe installed. Connect the JPI wire marked TIT directly to the probe noting color polarity. The TIT
probe should now have only the JPI leads attached to it. No calibration of the EDM-900/930 is necessary.
14. Cylinder Head Temperature (CHT) Probe Installation
Use the J2 connector harness 700700 or 700702 labeled C1 through C4 or C6. The JPI probe is a bayonet probe
P/N 5050-T that has a captive 3/8-24 boss that is screwed into the head of each cylinder.
15. Radial Engine CHT (spark plug gasket)
Cylinder head temperatures are measured with a spark plug gasket type probe placed under the front sparkplugs.
Front spark plugs will read 15 to 20 degrees cooler than the rear plugs.
The spark plug gasket probe, P/N M-113,
replaces the standard copper spark plug gasket on one spark plug. The probe is usually place d on the plug that
receives the most direct cooling air. After many removals the probe may be annealed for re-use. Heat to 1100 oF
and quench in water.
16. Outside Air Temperature (OAT) Probe Installation
Use the J1 connector harness
790200 labeled OAT. All wiring
must be type K thermocouple
wire. Do not splice ordinary
copper wire in any temperature
probe circuits.
Install the OAT probe, PN 400510
probe
washer
in the airframe manufacturer’s
recommended location. If this information is not available, place the OAT probe in clean airflow such as in a cabin
air scoop or below the underside of the wing away from engine heat or exhaust. In this case it is recommended that
the installation be done similar to the antenna installation instructions of AC 43.13-2b Acceptable Methods,
Techniques and Practices.
The outside aluminum shield tube is used to both hold the probe in place and shield it from radiated heat from the
sun. The OAT option is displayed as an independent digital temperature bar graph such as "75.”
aircraft sheet metal
washer
shield tube
used to secure
probe
16.1
Induction Air (IAT), Compressor Discharge Temperature Probe Install (optional)
Use the J1 connector harness 790200 and insert the yellow wire into the connector pin 3 and the red wire into pin
4. All wiring must be type K thermocouple wire. The Induction Air Temperature probe, (IAT), is installed just after
the inter-cooler and the Compressor Discharge Temperature (CDT) just befo re the inter-coole r. The probe i s the
same as an EGT probe and installed similarly to an EGT probe. A large clamp is supplied to fit around the air duct
leaving the inter-cooler. Alternately a 1/8 NPT fitting is available. IAT option is displayed as an independent digital
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 15 of 50 Rev J
Primary Engine Data Management System Date 5-24-14
temperature like "125 IAT". On non-turbo engines the IAT in reality is the Carburetor temperature and displayed as
“34 CRB.”
16.2
Carburetor Probe Installation (optional)
Use the J1 connector harness 790200 and insert the yellow wire into the connector pin 5 and the red wire into pin
6. All wiring must be type K thermocouple wire. Do not splice ordinary copper wire in any temperature probe
circuits. Locate the access hole (1/4-24 thread) in the carburetor near the butterfly valve. Remove the screw plug
now in that hole and screw the CRB probe into the carburetor throat. No drilling or machining of the carburetor is
necessary.
17. Oil Temperature Probe Installation
The sensor port is a standard 5/8-18 thread for both the Continental and Lycoming engines. Probe PN 4 00509 is a
complete assembly using type K thermocouple wire (red/yellow). Connect the wire marked oil temperature
observing polarity to pin 1 and 2 on 790200. Wire length has no effect on the readings. Oil temperature will be
displayed as an independent temperature digital and bar-graph. Check with engine manufactures proper location
for oil temperature. Check for oil leaks before first flight.
18. Oil Pressure Sensor Installation
Use the J3 connector harness 790422 labeled OIL-P for a pressure senso r thre e wire i2s sensor (0-5vdc)
Oil pressure sensor mount using an aluminum clamp MS21919. Mount to firewall.
Mount the pressure sensor to the pressure line using a flexible hose and fittings (not supplied) as depicted in the
drawing below. Use aluminum clamp to mount the pressure sensor to firewall. Do not mount the sensor directly to
the engine. Connect the other end of the hose to the engine manufacturer’s recommended location for engine oil
pressure.
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