J.P. Instruments EDM-900 Primary Engine data management Pilot’s Guide

Pilot’s Guide
Engine Data Management
EDM-900
Primary
TSO/STC
Copyright  2011 J.P. Instruments, Inc.
All Rights Reserved
J.P. INSTRUMENTS INC.
Information: P. O. Box 7033
Huntington Beach, CA 92646
Factory: 3185-B Airway Ave.
Costa Mesa, CA 92626
(714) 557-3805
Fax (714) 557-9840
www.jpinstruments.com
Printed in the United States of America
For Your Safe Flight
Rev B
Page 1
Table of Contents
Section 1 - Section-1
Getting Started
View Angle
Rotation
Fuel Flow Computer Basics (independent of fuel quantity)
Display Screen Basics
Horizontal Display Mode
Vertical Display Mode
Remote Annunciate Light Basics
RPM and MAP Display Basics
Linear Bar Graph Display Basics
LeanFind Basics
Section 2 - Interpreting Data
Operation for each Phase of Flight
Typical Normal Measurements
Section 3 - Displays and Controls
Control Buttons
Scanner Displays
Additional Displays Hobbs, Revisions, and Alarm Limits
Dimming the Display
Section 4 - Operating Modes
Automatic Mode
Manual Mode
Section 5 - Lean Find
Lean Find Procedure—General Explanation
Expanded Leaning Procedures
Common Misapplications
Section 6 - Fuel Flow Operation
Fuel Management
Start Up Fuel
Resetting ‘USD’
Trip Mode (Accumulate Trip Totalizer)
Scanner Fuel Flow Display Select
Section 7 - Alarms
Section 8 - Memory and Data Download
Downloading Data from the EDM
Transferring data from the USB Flash Drive to a PC
Section 9 - First Time Setup and Customization
Section 10 Adjusting Manifold Pressure & %HP
Adjusting the HP Constant for Rich of Peak Operation
Adjusting the MAP
Adjusting the HP Value
Section 11 Programming the Fuel Flow
Fuel Flow K factor
Programming Trip Mode
Setting the GPS Com Format
Page 2
5
5
7
7
8
8
9
9
10
10
12
13
13
15
18
18
20
22
23
23
23
24
26
31
34
35
36
36
37
38
38
38
39
40
40
41
41
46
46
46
47
48
48
51
51
Engine Data Management
Troubleshooting the EDM
Diagnostic Testing on Startup and During Flight
Diagnostic Messages
Section 12 Appendices
Shock Cooling (CLD)
Navigation Data Formats
Navigation Data Ports for GPS Comm
Interface connections to selected GPS models
Section 13 Technical Support
53
53
53
55
55
57
57
57
58
For Your Safe Flight ............................................... Page 3
Product Features
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Page 4
Hands-free, automatic scanning
Lean Find finds the first and last cylinder to peak with
true peak detect—eliminates false peaks
Displays both leaned temperature below peak and peak
Battery voltage with alarm
Amperes (load or charge/discharge meter)
Programmable alarm limits
Exhaust Gas Temperatures (EGTs) to stable 1°F
resolution
DIF low to high EGT with alarm
Shock cooling monitored on every cylinder
Fast response probes
Non-volatile long term memory
Records and stores data up to 30 hours
Post-flight data retrieval
Data retrieval software
Oil pressure
Oil temperature
Turbine inlet temperature, if applicable (optional)
Outside air temperature
Compressor discharge temperature (optional)
Carburetor temperature or induction temperature
(optional)
Fuel pressure, if applicable
Fuel level Voltage, Resistive or Capacitive (frequency)
Fuel Flow
 Solid-state rotor fuel flow transducer
 Fuel quantity in gallons, kilograms, liters, or
pounds
 Low fuel quantity alarm
 Low fuel time alarm
 GPS interface
 Instantaneous fuel flow rate
 Total amount of fuel consumed
 Total fuel remaining
 Time to empty at the current fuel flow rate
RPM and manifold pressure
Automatically calculates percent horsepower
Hobbs® timer
Remote Auxiliary Display (RAD)
Engine Data Management
Section 1 - 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
Viewing
angle
Vertical
Left
65 Degrees
Right
65 Degrees
Up
60 Degrees
Down
50 Degrees
For Your Safe Flight ............................................... Page 5
List of abbreviations and acronyms
Gauge Function
Primary
Message Area
Alarm Abbreviation
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
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
Page 6
Engine Data Management
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 to rotate and then the STEP button for save. If
you chose the one bad angle (Landscape mode with the buttons on top
and the JPI logo upside down), return the instrument to JPI and JPI will
rotate the screen with the buttons on the bottom.
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 36 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.
(1st)
STEP
(2nd)
LF
(3rd)
DIM
(4th)
ALL /TEMP/FUEL
For Your Safe Flight ............................................... Page 7
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
Page 8
Engine Data Management
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)
For Your Safe Flight ............................................... Page 9
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 yellow with 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 horizontally left to right
showing value changes and digital readouts turn red
when primary
exceedances
occur. Non
primary
functions flash
white.
Horizontal/Landscape mode
Page 10
Vertical/Portrait mode
Engine Data Management
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
FUEL FLOW
RATE
DESCRIPTION
Shows successive pairs of EGT &
CHT per STEP tap.
Single Turbine Inlet Temp.
Two Turbine Inlet Temp. Left and
Right engine side
Oil temperature in degrees F
Oil pressure in psi
Fuel pressure in psi
Fuel flow in GPH
CHT cooling rate (deg/min)
Battery/Bus voltage
Set up per the specific aircraft
Outside air temperature F or C
Hottest minus coldest EGT
Carburetor Air Temp (only allowed if
IAT not present)
Compressor Discharge Temp (only
allowed if CRB not present)
Induction Air Temp
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
EGT 1436 CHT 382
EGT/CHT
TIT 1580 oF
TIT-L and -R 1490
oF
Oil-T 204 oF
Oil-P 64 PSI
F-P16 PSI
F-F 2.7GPH
CLD 75 oF
VOLTS 13.9
AMPS -6
OAT 23 oF
DIF 40 oF
TIT
OIL TEMP
OIL PRES
FUEL PRES.
FUEL FLOW
SHOCK COOL
BATTERY
Amperage
OAT
DIF
CRB 56 oF
CRB
CDT 145 oF
CDT
USD 7.2 GAL
FUEL USED
Actual fuel used by the engine
FUEL-P 64 PSI
FUEL PRES
Fuel pressure in PSI
IAT 105
oF
Est. REM 68.0 GAL
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
TIT-L, TIT -R
IAT
FUEL
REMAINING
FUEL
REQUIRED
FUEL
RESERVE
Nautical MILES
PER GALLON
Estimated Time
to Empty
For Your Safe Flight ............................................. Page 11
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 26 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— EGT1449 FF14.7 The left number is the current
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.
Page 12
Engine Data Management
Section 2 - Interpreting Data
Operation for each Phase of Flight
(Worth adding to your run-up checklist)
Suggested setup:

Engine
Run-Up
Set engine to run-up RPM
Normalize view:

Manual mode
Verify:


Uniform rise of about 50°F in all EGTs in single
magneto operation.
Uniform rise of EGTs with application of the mixture
control.
Be alert for:




unusually low voltage (less than nominal battery
voltage)
cold OIL and normal oil pressure
abnormally high CHT
Large drop in EGT on one cylinder in single magneto
operation—may be fouled spark plug.
Suggested setup:
Take-Off,
Climb, and
Full
Throttle
Operations

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.
For Your Safe Flight ............................................. Page 13
After the engine is warmed up, use Lean Find to lean the
mixture.
Cruise
Descent
Page 14
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 16).
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.
Engine Data Management
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
EGTs in Cruise
Normal range
1350°F
Comments
 under 200 HP engines
 high performance engines
1550°F
EGT span (DIF)
TIT
CHTs
70 to 90°F
120 to 150°F
1600°F average
350°F (OAT 60°F)
410°F
CHT span
50 to 70°F
 (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
OIL T
200°F
OIL P
30 to 60 psi
 varies with aircraft type
FUEL P (injected)
14 to 18 psi
 varies with aircraft type
FUEL P (carbureted)
0.5 to 8 psi
Shock cooling*
-40°/minute
-55°/minute
-200°/minute
 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 ).
For Your Safe Flight ............................................. Page 15
Engine Diagnosis Chart
The following chart will help you diagnose engine problems in your
aircraft.
Display
Page 16
Symptom
Probable
Cause
Recommended
Action
TIT ~100°
higher than
EGTs
This is normal
75° to 100°
EGT rise for
one cylinder
during flight
Spark plug not firing
due to fouling, faulty
plug, wire or
distributor.
Enrich mixture
to return EGT to
normal. Have
plugs checked.
EGT Increase
or decrease
after ignition
maintenance
Improper timing:
high EGT 
retarded ignition;
low EGT 
advanced ignition.
Check EGT for
each magneto
to determine
any uneven
timing.
Loss of EGT
for one
cylinder.
Engine rough
Stuck valve. Other
cylinders are okay.
Have valve train
checked.
Loss of EGT
for one
cylinder; no
digital EGT
Failed probe
or
failed wire harness.
Swap probes to
determine if
probe
or wire harness
is bad.
Decrease in
EGT for one
cylinder
Intake valve not
opening fully; faulty
valve lifter.
Have valve lifter
or rocker arm
checked.
Increase in DIF
at low RPM
Low compression
(blow by) in cylinder
Check
compression.
EGT and CHT
not uniform
Normal for
carbureted engines.
Dirty fuel injectors or
fouled plugs.
Check injectors
and plugs.
Decrease in
EGT for all
cylinders
Decrease in airflow
into the induction
system. Carb or
induction ice.
Check for
change in
manifold
pressure.
Engine Data Management
Symptom
Display
Probable
Cause
Recommended
Action
Slow rise in
EGT. Low
CHT
Burned exhaust
valve. CHT is low
due to low power
output.
Have compression
checked.
High CHT on
cylinders on
one side of
engine
Obstruction under
cowling.
Check for improper
installed baffling,
cowl flap
misalignment or bird
nests.
Rapid rise in
CHT of one
cylinder
Detonation.
Reduce power.
Sudden off
scale rise for
any or all
cylinders
Pre-ignition
Full rich and reduce
power.
Change to Standard
view
Check probe.
(no picture)
Loss of peak
EGT
Poor ignition or
vapor in fuel
injection system.
Have magneto
tested.
(no picture)
Decrease in
peak or flat
EGT
response to
leaning
process
Detonation.
Usually the result
of 80 Octane fuel
in 100 Octane
engine.
Enrich mixture,
reduce power and
re-lean mixture.
Repeat to find power
setting where normal
peak is obtained or
run rich.
Below 10,000
ft. full throttle
causes EGTs
to rise
Weak or defective
mechanical fuel
pump.
Apply boost pump. If
EGTs drop, replace
fuel pump.
CHT more
than 500°,
EGT normal.
Adjacent EGT
may be low
Leaking exhaust
gasket blowing on
CHT probe.
Look for white
powder around
cylinder to determine
leak area.
Normalize view
or failed probe
For Your Safe Flight ............................................. Page 17
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)
STEP
(2nd)
LF
(3rd)
DIM
(4th)
ALL /TEMP/FUEL
1st Button

In the Automatic mode, tapping the STEP button stops Scanner autosequencing 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 Lean Find mode tapping the EXIT button will terminate the
Lean Find mode and change to the Automatic mode.

In the Program mode tapping the NEXT button will advance to the
next item.
Page 18
Engine Data Management
2nd Button





In Automatic or Manual modes, tapping the LF button will activate the Lean
Find mode.
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.
1st and 2nd Buttons



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.
3rd Button

Tapping DIM (brightness decreases) or holding DIM (brightness increases)
allows decrease or increase brightness respectively.
2nd and 3rd Buttons

Holding both the LF and DIM buttons simultaneously will display the Hobbs
readings. Tap button labeled NEXT to see additional information screens.
4th Button ( ALL/TEMP/FUEL )

Select what is shown during Scanner auto-sequence. Choices are ALL,
TEMP or FUEL. Highlighted one is what is active.
For Your Safe Flight ............................................. Page 19
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 initially normalized 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.
Page 20
Engine Data Management
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.
Non Primary
Primary
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. The primary and non-primary (advisory) gauge sequences are
configurable using the “Factory Program Mode”. EDM-900 gauge
limitations cannot be user modified.
For Your Safe Flight ............................................. Page 21
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 and Revisions or programmed limitations (by tapping the
NEXT button) similar to the example below:
or Revisions
.7
Flight Duration: 02:42:21
REVISIONS
Page 22
Engine Data Management
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 Lean Find. Lean Find is described in the next section; Program mode
is described on page 41, ‘. 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 Lean Find 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 displayed every four seconds (factory default is ‘Auto
For Your Safe Flight ............................................. Page 23
Scan Rate 4’), however you can change this rate in the Program Mode.
A setting of zero disables auto scanning altogether. 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 FuelP.
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.
Page 24
Engine Data Management
Scan Sequence Example
Measurement
EGT, CHT
EXAMPLE
EGT 1354
CHT 335
TIT
1370 TIT
Shock Cooling
-30 CLD
Compressor Discharge
Temperature
Induction Air
Temperature
300 CDT
Carburetor Temperature
-22 CRB
Difference between
hottest and coldest EGT
80 DIF
Fuel Remaining
Fuel required to next
GPS WP or Destination
at present power
Fuel Reserve at next
GPS WP or Destination
Nautical Miles per Gal
Time to Empty
Total Fuel Used
125 IAT
Est. REM XX GAL
WP REQ XX GAL
Est. WP REM XX GAL
ECON XX.X MPG
Est. T to E XX:XX H:M
USD X.X GAL
COMMENTS
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
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.
For Your Safe Flight ............................................. Page 25
Section 5 - Lean Find
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 Lean Find 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 Lean Find, 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 26
Engine Data Management
EGT °F below peak
The following depicts the power, mixture and temperature relationships.
Best
Best
power economy
range
range
First cylinder
to peak. Use
Rich of Peak
leaning
Last cylinder to
peak. Use Lean of
Peak leaning with
GAMI injectors
0
-100
-300
GAMI
spread
T
EG
20
0
CHT
-20
Percent of best power
-40
100
Pe
er
t pow
r ce n
-60
-80
95
CHT °F change from
best power
-200
90
Peak
Power
85
80
Sp
ec
ific
Full Rich
(Take-off)
fue
lc
on
su
m
Rich
pti
o
n
Lean
Over
lean
Leaner Mixture
For Your Safe Flight ............................................. Page 27
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 a mixture set to best economy. Best economy
occurs closer to peak EGT than best (peak) power. Consult your engine
manufacturer’s manual for your best power and best economy settings.
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.
Page 28
Engine Data Management
Rich of Peak leaning is as simple as:
A.
B.
C.
D.
R
Pre-lean your mixture.
Tap the LF button (verify ROP appears).
Lean mixture until LEANEST flashes (peak found).
Enrichen to the desired value ‘Rich Of Peak’.
Procedure
Scanner
Example
Comments
1
Establish cruise at 65
to 75% power.
2
Pre-lean the mixture to
50°F estimated rich of
peak on any EGT:
_________°F.
3
4
Wait one minute
Tap the LF button
5
Lean the mixture at
approx. 10°/second
without pausing.
EGT 1520
FF 13.8
6
Stop leaning when
a column begins
flashing. You will see
LEANEST for one
second, followed by:
EGT 1545
FF 12.4
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.
7
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.
EGT ↑1560
FF 12.9
Captured peak EGT value and peak FF
are displayed.
EGT∆ -90
FF 13.4
A useful mode for setting mixture the
desired degrees rich of peak - no math
required! NOTE: Unit remembers view
last used.
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 1560
FF 12.9
9
ROP
EGT 1460
FF 13.6
(100º RICH OF
PEAK)
* See ‘Pre-leaning’ page 31.
Let engine stabilize.
Start Lean Find (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.
Peak
1560
1460
-100
EGT
8
EGT 1490
CHT 370
richer
Rich of Peak target
‘FF’
leaner
For Your Safe Flight ............................................. Page 29
Lean of Peak leaning is as simple as:
A.
B.
C.
D.
L
Pre-lean your mixture.
Tap the LF button (verify LOP appears).
Lean mixture until RICHEST flashes (peak found).
Enrichen to the desired value ‘Lean Of Peak’.
Procedure
Scanner
Example
Comments
1 Establish cruise at 65
to 75% power.
approx. 10°/second
without pausing.
(cylinder I.D. box
flashes when a EGT
rises 15°F)
6 After the first EGT
7
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).
* See ‘Pre-leaning’ page
31.
Let engine stabilize.
Start Lean Find (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.
LOP
EGT
FF
1520
13.8
-17
12.4
EGT∆
FF
-45
FF 11.6
EGT∆
Peak
0
5 Lean the mixture at
1490
CHT 370
EGT
EGT
3
4
50°F estimated rich of
peak on any EGT:
_________°F.
Wait one minute
Tap the LF button
richer
8 If you hold PEAK, the
peak EGT recorded
will be displayed along
with FF spread.
Page 30
Lean of
Peak
target
-80 -40
2 Pre-lean the mixture to
EGT
↑ 1560
FF∆
0.6
‘FF’
leaner
Captured peak EGT value
and the FF spread between
richest and leanest
cylinders.
Engine Data Management
Lean Find 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’ by
leaning the mixture until you see the hottest cylinder peak. Ensure 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 enrich the mixture to achieve a 50°
drop on the hottest EGT. Ensure 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 choose 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, Lean Find activates
(indicated by a cylinder I.D. box flashing over the number of the hottest
EGT). Remember: The Lean Find 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.
For Your Safe Flight ............................................. Page 31
Column of Leanest
cylinder flashes
indicating the first
EGT to peak.
Fuel Flow will
go down then
up as one
enriches
mixture
You are leaning
to Rich of Peak
If you want to
lean Lean of
Peak press
button.
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 (typically
between 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.
Page 32
Engine Data Management
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
First cyl. To peak
has the longest
column
EGT Delta
over lean
Last cyl.
To peak
Peak EGT
on cyl 6,
Hold LF
to see
delta -26
Mode you
are in
Do not
Exit until
finished
leaning
Current
fuel flow
For Your Safe Flight ............................................. Page 33
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-Xtip 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.
Page 34
Engine Data Management
Common Misapplications
Some of the more common misapplications made by first-time
EDM users are presented here in an attempt to help you avoid
similar problems.
Problem
Situation
Corrective action
Failure to pre-lean before
performing Lean Find or
you stopped leaning.
Leaning too slowly.
 Follow the pre-lean
procedure page 29.
Peak not found
Lean Find not activated or
you stopped leaning.
Off-scale EGT bars,
too high or low
You forgot that you set the
EDM in the Normalize
view and later notice that
the EGT bars go off-scale.
First cylinder to
peak is not the
hottest
This is normal. The first
cylinder to peak is not
necessarily the hottest.
 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
EGT rises during
single magneto
check
This is normal, due to
incomplete combustion
persisting longer.
 None
EGT not uniform
during low power
operation
This is normal. Fuel and
air distribution is not
optimal at low power
settings.
 None
No display of %HP
FF, MAP, RPM, OAT not
reading or not equipped
 FF, RPM, OAT, MAP
required for %HP
Lean Find finds a
‘peak’ too soon.
 Lean more quickly.
For Your Safe Flight ............................................. Page 35
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 documentation for primary fuel management
information.
Page 36
Engine Data Management
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 ensuring 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.
For Your Safe Flight ............................................. Page 37
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, manually STEP
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.
Page 38
Engine Data Management
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 RED Remote
Annunciator Light. For example, if CHT 2 is at 480, and redline is 460,
the alert would be displayed as CHT2 480 oF.
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 typically include 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 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.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
OILP_LO
FP_LO
OILT_HI
CHT
TIT
FLVL
REM
FP_HI
MAP
DIF
CLD
RPM
OILT
BUS
OILP_HI
AMPS
CDT
BAL
FUEL_END
FUEL_RES
EGT
Fuel Flow
For Your Safe Flight ............................................. Page 39
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 EZTrends2, 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.
Page 40
Engine Data Management
Note the adapter supplied with the Kit for a mini USB
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 EzTrends2 program.
2. Plug in the USB flash drive into an available USB port.
3. In EzTrends2, 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 EzTrends2 manual for details on how to use EzTrends2.
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.
For Your Safe Flight ............................................. Page 41
Pilot Programming Mode
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
Second
button
selects
values
Program Mode
Refuel?
Stays on for two seconds.
Tap REFUEL to change fuel status.
Exits program mode when done.
Auto Scan Rate 4
09
Trip Used? No
YES  NO
ORIG TIT-N
YES  NO
EGT Display in 1’s
1’s
10’s
OAT Display ºF
FC
OAT Adjustment 0
PLUS 
MINUS
HP Constants
NEXT
Page 42
Comments
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 46.
If equipped with TIT and using ships
original TIT probe change “N” to “Y”.
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 HP Constant. Tap
PLUS or MINUSto adjust up or down.
HOLD buttons 1&2 to save. This is where
you do a one time adjustment for % HP
setting.
Engine Data Management
10 999
K-Factor 2
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.
-3.0  +3.0 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.
00.10  99.99 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.
00.10  99.99 Applies only to pressurized carburetors.
CARB? Y
YES  NO
Set to N if injected.
CARB = 1
PLUS 
MINUS
F/F Filter (Higher the number the better
the dampening effect) (Fuel pump pulses).
GPS Format = 6
0 8
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 51.
Time: 18:23:59
00:00:00 
23:59:59
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 to skip to next
item.
Date: 05/14/09
01/01/00 
12/31/99
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.
RECORD TIME: 6
PLUS 
MINUS
END? Yes
Record time in seconds.
HP Constant= 125
Map Adjustment +0.0
K-Factor 1 29.90
END? Yes
FACTORY Mode
Yes exits the pilot program mode.
No reenters pilot program mode.
Stays on for two seconds.
For Your Safe Flight ............................................. Page 43
FUEL UNITS: GAL
Hold buttons
1 and 2 to
enter the
change fuel
units
function.
PLUS 
MINUS
Default unit is GAL. Tap CHANGE to
choose a different unit. Hold buttons 1
and 2 to Save the new fuel unit.
PLUS 
MINUS
In gallons or preset value. Use PLUS or
MINUS to adjust. Tap NEXT to skip to the
next item.
FUEL USD REMINDER PLUS 
MINUS
In gallons or preset value. Use PLUS or
MINUS to adjust. Tap NEXT to skip to the
next item.
REMINDER TIMEOUT PLUS 
=5
MINUS
Sets duration on display in minutes. Use
PLUS or MINUS to adjust. Tap NEXT to
skip to the next item.
MAIN TANK SIZE =
AUX TANK SIZE =
In gallons or preset value. Use PLUS or
MINUS to adjust. Tap NEXT to skip to the
next item.
CHANGE ADVISORY
LIMITS
YES  NO
Tap YES or NO to enter gauges with no
yellow bands displayed. This affects
Amps, Volts Hi, Volts Low, DIF, CLD, Low
time to empty, Low fuel REM.
CHANGE PREALARMS
YES  NO
Tap YES to enable pre-alarms for HI EGT,
HI CHT, HI OIL-T, LOW TANK.
ENABLE PRE-ALARM YES  NO
MSGS
Tap YES or NO to enter gauges for prealarm setting.
AVERAGE CRUISE
RPM 2400
Hold NEXT and button 2 until you see
ADJUST for two seconds. Tap PLUS or
MINUS to adjust. Hold NEXT and button 2
to Save. Average cruise is based on a
percentage of RPM redline. A one to one
ratio for TACH TIME is achieved at this
setting.
NEXT
AMPS ADJUSTMENT + PLUS 
0
MINUS
Engine HP 210
NEXT
Use PLUS or MINUS to adjust. Tap NEXT
to skip to the next item.
Engine Constant 13.7
Hold NEXT and button 2 until you see
ADJUST for two seconds. Tap PLUS or
MINUS to adjust. Hold NEXT and button 2
to Save. (Use 13.7 for turbo’d , 14.9 for
naturally aspirated or turbo normalized
engines).
Page 44
NEXT
Hold NEXT and button 2 until you see
ADJUST for two seconds. Tap PLUS or
MINUS to adjust. Hold NEXT and button 2
to Save.
Engine Data Management
FUEL-P SENSOR =
NEXT
Hold NEXT and button 2 until you see
ADJUST for two seconds. Tap CHANGE
to adjust. Hold NEXT and button 2 to
Save.
R-FACTOR CYL = 6
PLUS 
MINUS
For the number of cylinders for your
engine, double R-Factor for dual mags.
CUSTOMIZE DISPLAY YES  NO
Allows swapping of RPM and MAP
gauges, adjust sequence of primary and
advisory gauges.
LOP DFLT? N
YES  NO
Tap YES to make LOP your default
setting. Tap NO to keep ROP your default
setting.
CO GUARDIAN? Y
YES  NO
Select YES or NO and tap NEXT to go to
the next item.
FDR OUTPUT? Y
YES  NO
Allows recording output. Select YES or
NO and hit NEXT to go to the next item.
END? Yes
YES  NO
YES exits the pilot program mode.
NO re-enters the
FACTORY
programming mode.
Holding buttons 1 and 2
will go into the Hobbs
Time change function.
AIRFRAME HOBBS:
NEXT
TACH TIME: 0000.0
END? Yes
NEXT
Hold NEXT and button 2 until you see
ADJUST for two seconds. Tap DIGIT to
move to the next digit, PLUS or MINUS to
adjust. Hold buttons 1 and 2 to Save and
move onto Tach Time.
Hold NEXT and button 2 until you see
ADJUST for two seconds. Tap DIGIT to
move to the next digit, PLUS or MINUS to
adjust. Hold buttons 1 and 2 to Save.
Yes exits the pilot program mode.
No re-enters pilot FACTORY program
mode.
For Your Safe Flight ............................................. Page 45
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 Constant. Hold both NEXT
and Button 2 until you see PLUS and MINUS appear in status bar.
Now HP Constant 120 should appear. Hold both NEXT and Button 2
until you see ADJUST momentarily.
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 on the next page 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.
Page 46
Engine Data Management
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.
For Your Safe Flight ............................................. Page 47
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.
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
The K factor shown on the fuel flow transducer does not take into
account your aircraft’s particular installation. Fuel hose diameters and
lengths, elbows, fittings and routing can cause the true K factor to be
different from that shown on the fuel flow transducer.
You must use the following procedure to fine tune the K factor.
Page 48
Engine Data Management
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.
Flight
Fuel USED shown by EDM
(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 Adjustment ratio:
/
2
5. New K Factor =  x (Adjustment ratio +1).
Adjustment ratio = (
)-1
Record the values here:
Date
EDM
fuel used
actual
fuel used
Current K
New K factor
factor
Pilot’s
initials
Setting the K factor
This procedure differs somewhat from setting other parameters. If you
haven’t already done so, start the pilot programming procedure by
simultaneously holding the STEP and LF buttons for a few seconds until
you see the word PROGRAM appear.
1. Tap STEP button to advance to the KF-SET screen KF=29.90 .
For Your Safe Flight ............................................. Page 49
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.
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 50
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 3&4)
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
0
1
2
4
4
5
6
7
8
Type of GPS Format
No fuel data output
Garmin (Shadin Miniflow format)
Allied Signal (format B) “To waypoint only”
Arnav/EI fuel flow data
Allied Signal (format C) *
(Not used)
Garmin 430/530 GNX-80/GX-60 “To waypoint only”
Garmin 430/530 GNX-80/GX-60 “To Destination only”
Bendix(B) - DEST
For Your Safe Flight ............................................. Page 51
Page 52
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
Zero’s indicate Fuel flow is too low to register
--- GPH
Dashes indicate No fuel flow transducer signals
--- H.M
Dashes indicate No fuel flow transducer signals
OPEN PRB
BAD-PRB
Red ‘X’ drawn
through a gauge
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.
CAL ERR
Calibration error. Return unit to factory.
DSP XXX
Internal communication error. Return unit to factory.
COMM ERR
Internal communication error. Return unit to factory.
NO I 5 MV
Calibration error. Return unit to factory.
NO 50MV
Calibration error. Return unit to factory.
For Your Safe Flight ............................................. Page 53
NO 2.5V
Calibration error. Return unit to factory.
PWR DWN
Power down the instrument and power up again.
WARNCAL,
WARNCFG
HOBSERR
Transient warning messages. If they persistently
occur, return the unit to JPI for repair.
The time of the most recent flight may not be
reflected in the HOBBS meter.
The HOBBS data has been corrupted. The HOBBS
meter will be cleared.
HOBSBAD
HANGCFG,
HANGCAL
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 - SIG message and
‘xxx REQ’, ‘xxx RES’ and
‘xxx MPG’ are all missing from
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.
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.
Page 54
Engine Data Management
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 cooling rate.
For Your Safe Flight ............................................. Page 55
List of ALL
messages in EDM900 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%
Page 56
'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.
Engine Data Management
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
9,600
“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.
Northstar
(Northstar
binary)
1,200
M1 setup select “NO EXTENDED”, “NAV ONLY”
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
Arnav 5000
Garmin 195
Garmin 430 / 430
Northstar M3P
UPS GX50 / 60
EDM P4 - Pin 1 to:
EDM P4 - Pin 2 to:
Pin 4
(nc)
Pin 57
(nc)
Pin 4
Pin 5
Pin 4
Pin 56
Pin 6 (leave pin 11 open)
Pin 5
For Your Safe Flight ............................................. Page 57
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
Limited Warranty
J.P. Instruments Inc. (JPI) warrants all parts in your new EDM to be free from
defects in material and workmanship under normal use. Our obligation under this
warranty is limited to repair or exchange of any defective part of this unit if the
part is returned, shipping prepaid, within three years for electronics and one year
for probes from the date of original purchase. Installation labor is the
responsibility of the aircraft owner. Homebuilt aircraft warranty starts when the
aircraft is certified for flight. Replacement parts carry a warranty for the balance
of the warranty period.
Under this warranty, JPI is not responsible for any service charges, including
removal, installation, nor any other consequential damages. JPI incurs no
obligation under this warranty unless a Warranty Registration Certificate
describing the warranted product has been completed and mailed to JPI with all
information requested.
This warranty is void on any product which has been subject to misuse,
accident, damage caused by negligence, damage in transit, handling or
modification which, in the opinion of JPI, has altered or repaired the product in
any way that effects the reliability or detracts from the performance of the
product, or any product whereon the serial number has been altered, defaced,
effaced or destroyed.
This warranty is in lieu of all other warranties expressed or implied and other
obligations of liability on JPI’s part, and it neither assumes nor authorizes any
other person to assume for JPI any other liability in connection with the sale of
JPI products.
To initiate this warranty, the aircraft owner must submit a completed Data
Logging Worksheet to JPI. Upon receiving a completed worksheet, JPI will
initiate the warranty from the date of original purchase. Any replacement parts
carry a warranty that extends for the balance of the period of the original
warranty. For homebuilt aircraft the warranty starts when the aircraft is
certificated for flight and noted on the warranty card.
Page 58
Engine Data Management
EDM Quick Reference Guide
*
* Pre-leaning procedure:, 29
A
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
B
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
C
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
Climb, 12
Compression, 16
low, 15
Compressor discharge
temperature, CDT, 23
Cowling, obstruction, 16
Cruise, 13
Custom programming
fuel flow option, 42
D
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
E
Economy, best, 25
EGT
loss, 15
resolution, display, 39
select switch, 35
EDM Quick Reference Guide
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
H
H.S, 24
Hastaloy, 31
History
display, 55
Hobbs, 18
display, 21
Holding a button, 17
Horsepower
calibration, 42
constant setting, 41
F
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
G
GAMI, 24, 31
Gasket, manifold, 16
Getting started, 4
GPS
data formats, 50
data ports, 50
interface diagnostics, 48
I
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
K-factor
calibration, 43
changing, 44
determing, 43
L
Leak
manifold, 16
Leanest cylinder, 26, 27
LeanFind
button, 17
procedure, 11, 24
Leaning
by TIT, 31
too quickly, 32
EDM Quick Reference Guide
LF. See LeanFind
Long Term Memory
operation, 37
M
Manual mode, 23
MAP
calibration, 40, 41
display, 9
Miles per gallon, 24
Misapplications, 32
Missing
column, 15
Mixture, 28
best economy, 25
best power, 25
MPG, MPK, MPL, MPP, 24
N
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
O
OAT
calibration, 39
F or C, 39
Octane, 16
Off-scale EGT bars, 32
OPEN PRB, 47
Operation, 17, 22
fuel flow monitor, 33
P
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
R
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
S
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
EDM Quick Reference Guide
diagnostics, 47
fuel, 6, 34
Stuck valve, 15
Switch, select, 35
T
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
U
Uniform, CHT, EGT not, 15
USD, 24
V
Valve
lifter, 15
stuck, 15
Vapor, 16
View
change diagram, 18
normalize, Standard, 19
W
Warranty, 51
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