JPI EDM-900 Installation Manual
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FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 1 of 55 Rev I
Date 1-18-2013
TABLE OF CONTENTS
1.
Revisions ______________________________________________________________________________________ 3
2.
Instrument Marking ______________________________________________________________________________ 4
3.
Primary TSO Label ______________________________________________________________________________ 4
4.
Operation and Abbreviations ______________________________________________________________________ 5
5.
Dimming ______________________________________________________________________________________ 6
6.
Locating and Installing the Indicator and Remote Alarm Display (RAD and Alert Light) ________________________ 9
6.
EDM-900/930 Key information installation __________________________________________________________ 11
7.
Routing the Wiring Harnesses _____________________________________________________________________ 12
8.
Power Connection ______________________________________________________________________________ 12
9.
Wiring Markings _______________________________________________________________________________ 13
10.
Exhaust Gas Temperature Probe (EGT) Installation ___________________________________________________ 13
11.
R ADIAL Engine EGT_____________________________________________________________________________ 14
12.
Turbine Inlet Temperature (TIT) Probe Installation (optional) ___________________________________________ 14
13.
TIT for second Turbine Inlet Temperature ___________________________________________________________ 14
14.
Using the Factory original TIT Probe _______________________________________________________________ 14
15.
Cylinder Head Temperature (CHT) Probe Installation__________________________________________________ 15
16.
Radial Engine CHT (spark plug gasket) _____________________________________________________________ 15
17.
Outside Air Temperature (OAT) Probe Installation ____________________________________________________ 15
18.
Induction Air (IAT), Compressor Discharge Temperature Probe Install (optional) ____________________________ 15
19.
Carburetor Probe Installation (optional) ____________________________________________________________ 15
20.
Oil Temperature Probe Installation ________________________________________________________________ 15
21.
Oil Pressure Sensor Installation ___________________________________________________________________ 16
22.
Fuel Pressure Sensor Installation __________________________________________________________________ 17
23.
Adding a non-primary gauge to the system ___________________________________________________________ 17
24.
Fuel Pressure Sensor Installation __________________________________________________________________ 17
25.
Ammeter Shunt Installation _______________________________________________________________________ 18
26.
Load Meter Configuration ________________________________________________________________________ 19
27.
Fuel Level Sender Wiring Types ___________________________________________________________________ 20
28.
Capacitive Sender Frequency Output Type Sender System _______________________________________________ 20
29.
Resistive Output Type Sender System (Float type, most common) _________________________________________ 20
30.
Voltage Output Type Sender System ________________________________________________________________ 22
31.
Fuel Tank Calibration Setting Fuel Calibration Points _________________________________________________ 22
32.
After you have collected your data _________________________________________________________________ 24
33.
Fuel Flow Totalizer, Refuel Question _______________________________________________________________ 26
34.
GPS Interface _________________________________________________________________________________ 27
35.
Manifold Pressure (MAP) Sensor __________________________________________________________________ 27
36.
RPM Sensor installation _________________________________________________________________________ 28
37.
EDM-900/930 Specifications and Limitations_________________________________________________________ 29
38.
EMI Radio Test and functional check:_______________________________________________________________ 30
39.
Component Parts _______________________________________________________________________________ 31
40.
Weight and Balance Data ________________________________________________________________________ 32
41.
Pilot Programming _____________________________________________________________________________ 33
42.
Programming the HP Constant ____________________________________________________________________ 33
43.
Selecting Fuel Pressure Type (EDM-900 only) ________________________________________________________ 34
44.
Customizing Non-Primary Data (EDM900 only) ______________________________________________________ 34
45.
K Factor______________________________________________________________________________________ 34
46.
Adjusting the K Factor___________________________________________________________________________ 37
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 2 of 55 Rev I
Date 1-18-2013
47.
Programming Accumulate Trip Total _______________________________________________________________ 37
48.
Trouble Shooting _______________________________________________________________________________ 38
49.
Connector Pin Assignments on EDM, J1 through J5 _______________________________________________ 40
50.
Connector Pin Assignments on EDM, J1 through J5 ___________________________________________________ 41
51.
J3 RPM, MP, Oil-P_____________________________________________________________________________ 44
52.
Appendix A Fuel Flow install Report 503 ___________________________________________________________ 48
53.
Appendix B ICA _______________________________________________________________________________ 48
54.
Appendix C C onnector Pin Assignments on EDM, J1-J2 Only with ARINC 429 _____________________________ 49
The Owner of the EDM-900/930 must keep this manual
J.P. INSTRUMENTS
PO BOX 7033
HUNTINGTON BEACH CA
Last printed 1/24/2013 4:14:00 PM
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 3 of 55 Rev I
Date 1-18-2013
1.
Revisions
I
REV Description
G
H
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
Date
9-28-2011
Approval
JFP
12-02-2011 JFP
1-18-2013 JFP
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 troubleshooting 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 zinc 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
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 4 of 55 Rev I
Date 1-18-2013
2.
Instrument Marking
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
EDM-900 PN 790000-A- [XXX]
EDM-930 PN 790000-C- [XXX]
Description
TFT (liquid crystal) Type Display
TFT (liquid crystal) Type Display
INSTRUMENTS THAT CAN BE PRIMARY IF IN POH
CHT
4-9
OIL
TEMP
OIL
PRESS
FUEL
FLOW
FUEL
PRESS
RPM
RAD
Alert Light
TIT
CDT
MAP FUEL
Quantity
NON-PRIMARY INSTRUMENTS
EGT
4-9
OAT
CARB
Volts
Amps
IAT
Time to empty
Required to WP
Reserve at
WP
MPG
Fuel Remaining
Fule USED
Shock Cooling
Differential EGT
Normalize
Percent of HP
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
Cessna 182-P
Cessna 182-P, STC12345NW
JPI assigned Data Base Part No. per
Limits found in the POH or engine STC for a specific aircraft
534
875
Part No. Displayed on 930
RAD at Start-up or 900 message area
790000-X-534
790000-X-875
3.
Primary TSO Label
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 5 of 55 Rev I
Date 1-18-2013
4.
Operation and Abbreviations
The EDM-900/930 is a combined electronic indicating system which simultaneously 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
Engine rotational speed
Engine Manifold Pressure
Engine Cylinder Head Temp
Engine Oil Temperature
Engine Oil Pressure
Fuel Pressure
Fuel Flow to engine
Comp. Discharge Temp.
Turbine inlet Temp. Left side
Turbine Inlet Temp. Right side
Single Turbine Inlet Temp.
Non-Primary
Exhaust Gas Temp.
Shock Cooling of CHT
Differential Temp. of EGT
Bus Voltage
Amperage Load
Outside Air Temp.
Estimated Time to Empty
Fuel used to date
Estimated Remaining fuel
Estimated Fuel required to Waypoint
Estimated Fuel Remaining at Waypoint
Nautical Miles per Gallon
Brightness, Dim control
Message Area
Alarm Abbreviation
Primary
RPM xxxx
MAP xx.x in hg
CHT2 xxx o
F
O-T xxx o
F
O-P xxx o
F
F-P xx PSI
F-F xx.x GPH
CDT xxx o
F
TIT-L xxxx o
F
TIT-R xxxx o
F
TIT xxxx o
F
Non-Primary
EGT2 xxxx o
F
CLD xx o
/MIN
DIF xx o
F
Volts xx.x
AMPS xx
OAT xx o
F
Est. T to E xx:xx H:M
USED xx.x GAL
Est. REM xx GAL
Est. WP REQ xx GAL
Est. WP RES xx GAL
ECON xx.x MPG
DIM/BRT
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 6 of 55 Rev I
Date 1-18-2013
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”.
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 displayed 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.
FLVL.
7.
REM.
8.
FP_HI.
9.
MAP.
10. DIF.
11. CLD.
12. RPM.
13. OILT_LO.
14. VOLTS.
15. OILP_HI.
16. AMPS.
17. CDT.
18. RES.
19. EGT.
20. Fuel Flow.
5.
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. Tapping the far right button below the display decreases brightness. Continuously holding this button increases brightness . The display starts up in the max brightness mode.
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
RAD
Report No 908
Page 7 of 55 Rev I
Date 1-18-2013
EDM-930 Display
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
EDM-900 TFT Flat panel display
Portrait Mode
Report No 908
Page 8 of 55 Rev I
Date 1-18-2013
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
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 9 of 55 Rev I
Date 1-18-2013
6.
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 finish 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
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 10 of 55 Rev I
Date 1-18-2013
Mounting bracket for the EDM-900
EDM-900 Model:
Mounts in a standard 3.1/8” instrument hole. First, place the mounting bracket on the 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.
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 11 of 55 Rev I
Date 1-18-2013
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.
6.
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
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 12 of 55 Rev I
Date 1-18-2013
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.
7.
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
P2
P3
P4
700700
700702
790420
700708
P5 790749
RAD 790749
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,
CHT, EGT 6 cylinder
CHT, EGT 4 cylinder
RPM, MAP, Oil pressure
Serial data to GPS, Serial data from GPS, Fuel flow transducer
Fuel Pressure, Fuel Level (Resistive and Capacitive ), Amps
Category 5 jack and cable for RAD (Remote Alarm Display)
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 approximately 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 wires 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.
8.
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 because the instrument dims automatically with reductions in ambient light. Required power for 900 or 930 is 1.0 amp at 14vdc
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.
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 13 of 55 Rev I
Date 1-18-2013
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 colorcoding.
2 1/4" yellow
Thermocouple wire harness
red
1/4" 1 1/2"
Fold back wire double before crimping terminals
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.
ring terminal to instrument 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 necessary to probe
Slide the sleeve over the joint and secure with three tie-wraps.
1/4 x 4" sleeve tie-wrap 3 places
The most common installation problems are related to poor quality terminations.
9.
Wiring Markings
The EDM-900/930 is supplied with special Teflon insulated Chromel Alumel factory assembled 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.
EGT probe
Drill no. 40 pilot hole, then no. 30 hole.
2" to 4"
10.
Exhaust Gas Temperature Probe (EGT)
Installation
Use the J2 connector harness 700700 or 700702 labeled E1 through E4 or E6. Remove the existing
EGT gauge 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
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
CHT probe
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 14 of 55 Rev I
Date 1-18-2013 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
Thimble note orientation of slot
Probe
Position probe in approximate center of exhaust
11.
R
ADIAL
Engine EGT
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 thermocouple leads with copper wire.
12.
Turbine Inlet Temperature (TIT) Probe Installation (optional)
Use the J1 connector harness 790200 and insert the yellow wire into the connector pin 16 and 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.
13.
TIT for second Turbine Inlet Temperature
Use the J1 connector harness 790200 and insert the yellow wire into the connector pin 18 and 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.
14.
Using the Factory original TIT Probe
The factory installed TIT probe (K-calibration) is compatible with the JPI EDM-960 System. Connect the JPI wire marked TIT. Replacement probes should be purchased per part number from the aircraft manufacturer.
The EDM-960 permits you to 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-960 is necessary
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 15 of 55 Rev I
Date 1-18-2013
15.
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.
For Indicator replacement, replace your existing CHT probe and adapter, a bayonet or screw in type with one supplied by JPI. Install the probe on the same cylinder from which you removed the original equipment probe. Your current CHT probe is installed in the hottest cylinder as determined by the airframe manufacturer.
16.
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 placed on the plug that receives the most direct cooling air. After many removals the probe may be annealed for re-use. Heat to 1100 o
F and quench in water.
17.
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.
aircraft sheet metal shield tube used to secure probe probe
Install the OAT probe, PN 400510 in the airframe manufacturer’s washer washer 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.”
18.
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 before the inter-cooler. The probe is 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 temperature like "125 IAT". On non-turbo engines the IAT in reality is the Carburetor temperature and displayed as
“34 CRB.”
19.
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.
20.
Oil Temperature Probe Installation
The sensor port is a standard 5/8-18 thread for both the Continental and Lycoming engines. Probe PN 400509 is a complete assembly using type K thermocouple wire (red/yellow). Connect the wire marked oil temperature
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
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Date 1-18-2013 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.
21.
Oil Pressure Sensor Installation
Use the J3 connector harness 790420 labeled OIL-P for a VDO pressure sensor PN 306018 (0-150 psi) (shown in diagram below). Use pin 4 for a Sensym pressure sensor (not shown) or three 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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Primary Engine Data Management System
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22.
Fuel Pressure Sensor Installation
Use the J5 connector harness 790719-X labeled FUELP.
Mount the pressure sensor to the pressure line using a flexible hose and fittings (not supplied) as depicted in the drawing below. Use Aluminum Clamps MS21919WDG25, or WDG14 to mount the pressure sensor to engine mount structure or firewall. Do not mount the sensor’s directly to the engine. Connect the other end of the hose to the existing pressure line. Later, you will connect the pressure sensor to the four pressure sensor wires through the supplied 4-pin connector. Part No. 790775() required for Carburetor engines OR Transducer PN 3060-17 for injected engines. PN 3060-17 is a resistive and requires two wires with no polarity.
For Sensym sensor (shown below), crimp the four pins of the female Molex connector to the harness, matching the wire colors. Secure to firewall with Aluminum Clamp MS21919 WDG14. For injected engines use clamp MS21919WDG 25.
23.
Adding a non-primary gauge to the system
Requirements: new generation EDM-930 with software from June 2010 or later
Steps:
Download EDM Config from JPITech.com
(On Software Downloads page)
After “installing” EDMConfig on USB stick, insert into EDM-930 and hold STEP/LF during power up
Step through EDMConfig messages to “EDIT GAUGES” message o STEP through gauge position to select the EDM-930 gauge to be replaced with FP o Select “MODIFY” function
On gauge edit screen STEP until the gauge name is selected, then tap MODIFY
§ Tap YES to confirm change of channel
§ Tap NEXT until FUEL-PSI is displayed, tap SAVE
§ Tap YES to confirm change, tap NEXT o Use NEXT and PLUS/MINUS keys to adjust color bands and limits for FUEL-PSI gauge o Tap SAVE to save changes to the gauge, YES to confirm o Tap DONE to exit gauge editing mode.
Tap NEXT repeatedly until EDIT CHANNELS is displayed
Tap yes to edit channels o Tap STEP several times to select FUEL PRES input channel o Tap ENABLE key to enable the input o Tap SAVE, then YES to save change to channels
Tap STEP key repeatedly until prompted to exit configuration, EDM will restart with FP enabled
24.
Fuel Pressure Sensor Installation
Use the J5 connector harness 790723.
Mount the pressure sensor to the pressure line using a flexible hose and fittings (not supplied) as depicted in the drawing below. Use Aluminum Clamps MS21919WDG25, or WDG14 to mount the pressure sensor to engine mount structure or firewall. Do not mount the sensor’s directly to the engine. Connect the other end of the hose to the existing pressure line. Later, you will connect the pressure sensor to the three pressure sensor wires through the supplied 3-pin connector. Part No. 159935A is for non-turbo engines and PN 159938 had a second port used to measure the upper deck pressure on turbo charged engines.
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25. Ammeter Shunt Installation
Use the J5 connector harness 790719-X labeled AMP+ and AMP-. Connect the harness leads using ring terminals to the smaller terminal screws on the side of the shunt.
25.1
Charge/Discharge configuration
The shunt can be installed between the master contactor and the main bus in which case it will be in the ammeter configuration showing battery charge and discharge. Be sure that the positive side of the shunt is connected to the main bus in the ammeter configuration. The alarm will be triggered by a discharge condition.
Master switch contactor
F G
B
Alternator
- BATT +
Master switch
Starter
+ external shunt
Starter solenoid
Ammeter Configuration
Bus
- BATT +
Master switch
Starter
Master switch contactor
F G
B
Alternator
+ external shunt
Starter solenoid
Load Meter Configuration
Bus
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26.
Load Meter Configuration
Alternatively the shunt can be installed between the alternator output and the main bus in which case it will be the load meter configuration showing alternator load (positive only). Be sure that the negative side of the shunt is connected to the main bus in the load meter configuration. There is no alarm.
General Fuel Flow Transducer Installation
Use the J4 connector harness 700708 labeled FFSIG (white), FFPWR (red), and FFGND (black). If no previous fuel flow transducer is installed, install transducer per
The EDM-900/930 receives signal from any installed FloScan Transducer with the following FloScan P/N’s embossed on to the top of the transducer. The K-Factor is marked on the side of the Transducer and on a white ticket. Wire per drawing 790744, Route the JPI wires along the existing wiring bundle lacing every foot.
The EDM is approved to work with the following Shadin equivalent PN.
FloScan PN
201-A
201-B
201-C
231
Shadin equivalent PN
NA
680501/680600
NA
680503
Before connecting any hoses to the transducer, thoroughly clean them and insure they are free of any loose material.
Never pass air pressure through the transducer or use Teflon tape/pipe cement; damage will occur.
Use only steel fittings supplied never use aluminum fittings on transducer. Remove the transducer cap plugs only when ready to install the hoses. Note the direction of fuel flow marked on the transducer. Fuel must flow in this direction. Reverse flow installations will read ½ the required flow. Mount the transducer with the three wires pointing up. The K-factor is printed on the side of the transducer and on a tag. Write down the K-factor here for future reference __________.
Aeroquip
900591B Clamp
Cut slit in fire sleeve
up
MS 21919
Clamp as required Transducer
Fittings 1/4 NPT. Do NOT use aluminum fittings
Aeroquip
303 hose
OUT
IN to carburetor, flow divider, or fuel injector
6 inches maximum from support
Aeroquip Fire Sleeve
AE102/62-24 from fuel tank, throttle body or engine driven fuel pump.
The EDM-900/930 fuel flow transducer receives signal from any installed 201 or 231 transducer with either of these part numbers embossed on to the top of the transducer . For specific engine Installations see Appendix A
Report 503
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EDM-900 and EDM-930
Primary Engine Data Management System
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27.
Fuel Level Sender Wiring Types
The EDM has the capability to interface to the aircraft’s fuel level system. It is also used to directly read the fuel senders for fuel calibration ( no other equipment is needed ). To implement the EDM fuel tank gauge functionality, the EDM is connected directly to the senders or in some cases to the aircraft’s fuel sender signal conditioner (for example the Pennycap system typically found in Cessna). The EDM has the capability to process signals from three types of sender signals: Resistive output, Voltage output or Frequency output. JPI provides the appropriate interface hardware (the P5 harness and any associated signal conditioners) based on information you provided when your order was placed. Once installation is completed, you will perform a fuel level calibration. The EDM stores this calibration internally.
NOTE: The fuel quantity function will not be available until this calibration has been performed successfully .
28.
Capacitive Sender Frequency Output Type Sender System
Although frequency output type senders are uncommon in certified aircraft, JPI supports this interface. The P5 harness has two 3 conductor cables labeled LEFT TNK and RT TANK that are connected directly to the left and right senders. See the drawing below for basic connection information (only right tank shown for illustration purposes). Final route the LEFT TNK and RT TANK cables as necessary, then crimp the female contacts onto each cables GRN, BLK, RED wires, then insert them into the connector housing. Connect this to the sender’s cable connector. Connect the white wire of the pod cable to the center insulated terminal on the sender, and the black wire to the terminal mounted on the metal body on the sender. See illustration on following page .
29.
Resistive Output Type Sender System (Float type, most common)
Locate the wires that run between the existing ships fuel gauges and the senders and disconnect them. For tanks that have more than one sender, the wiring between the senders must be retained. Make sure the senders do not have voltage on them before connecting to the EDM. Connect the EDM to the senders using the wire pairs coming from the signal conditioner as shown below. Note that one pair is for MAIN and the other is for AUX. Connect the
‘SIG’ wire to the senders signal terminal (typically the center stud) and the ‘GND’ wire to the closest ground terminal near or on that sender. See illustration on following page.
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EDM-900 and EDM-930
Primary Engine Data Management System
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Example harness arrangement for an aircraft with resistive output senders
Resistive Harness PN 790719-3
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EDM-900 and EDM-930
Primary Engine Data Management System
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30.
Voltage Output Type Sender System
Voltage output type systems usually have a convertor box. This is typical with the ‘Pennycap’ brand capacitive sender system. The Pennycap convertor box measures sender capacitance and converts it to a DC voltage output signal for the aircrafts fuel level gauge. In some cases the Pennycap convertor box alternately monitors two tanks per wing controlled by cockpit selector switch positions. This is typical for Cessna’s having 4 selectable tanks. The
EDM can interface to this system with the addition of the dashed interface hardware (PN 790802) shown below.
NOTE: This drawing is accurate for most models of the Pennycap system; however it is the installer’s responsibility to verify proper connections to the Pennycap output signal.
31.
Fuel Tank Calibration Setting Fuel Calibration Points
The EDM interfaces to various fuel level sensor types to facilitate direct reading of the fuel level in the aircraft fuel tanks. The EDM has a multi-point fuel calibration table that you must enter. This table contains calibration values
(stored in non-volatile memory) used to translate sensor readings into the displayed fuel quantity values. The calibration information is collected and recorded on paper for later entry into the EDM. NOTE: Fuel quantity gauges will not be functional until the fuel calibration information has been entered into the EDM. You will use the EDM instrument itself as the measuring device to collect calibration data.
The following describes the basic procedures necessary for collection and entry of data into the fuel level calibration table. Note: Any changes to fuel table data will be temporary until you execute the ’SAVE’ function
(available after last cell of the last tank table is entered).
Before beginning the fuel table entry/edit process, you must have properly installed and tested for correct functionality of the fuel sensors.
WARNING :
Never add or remove fuel from the aircraft when the master switch is turned on.
Fuel quantity gauge performance is affected by many factors, such as the integrity of the sensor performance, the accuracy of the calibration data you collected and entered and most importantly your validation that the
EDM fuel quantity gauge is accurate and repeatable after installation and calibration. You should not use the fuel quantity gauge system for any flight related operations until this validation criteria has been met.
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EDM-900 and EDM-930
Primary Engine Data Management System
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Getting Started…Collecting Fuel Level Calibration Data using the
EDM as a meter
.
1.
With power off, hold in Button 4 (Button 1 being far left) and then turn on power. For each EDM monitored tank, create a paper table with the desired number of calibration points ( 2 to 5 ) and at what volume each will be. Number of calibration points to be entered into the system later. The zero gallon point reading is always taken with unusable fuel in the tank. Example of a completed 3 point table for LEFT tank:
F 39.0 GAL
2 19.5 GAL
E 0.0 GAL
LEFT
1907
1154
685
Readings
2.
This screen shown below provides real-time readings of all active fuel level sensors. Verify readings look normal. Reading are arbitrary whole numbers
3.
Now add fuel as needed to match the required volume for a particular point. Cycle power between readings
(hold in button 4), then take a reading and record it on paper adjacent to that point.
4.
Repeat this process until all points, 2 to 5, have been recorded for each tank.
With AUX it would say LMAIN and
LAUX
Actual Screen Shot
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Primary Engine Data Management System
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32.
After you have collected your data
After you have collected your data…Entering / Editing Fuel Level Calibration Data
The Fuel Table Editor is a spreadsheet type format allowing you to easily see the volume and related calibration values side by side. You can easily navigate through the cells to enter values.
1.
With power off, hold in Button 3 (Button 1 being far left) and then turn on power. Wait until you see ‘ Do you agree with the disclaimer?
’. Tap YES if you agree and wish to continue.
2. Tap YES when you see ‘ Do you have table data?
’.
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EDM-900 and EDM-930
Primary Engine Data Management System
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3. Tap USER when you see ‘ Do you want to restore user table?
’
(Note: tapping FACTORY causes the fuel table stored on the Key Card to over-write any previous user entries in the fuel table. Use
FACTORY if you want to start from the original factory default).
4.
Tap POINTS when you see ‘ Do you want to edit the table?
’.
5.
You see ‘ Points in LEFT ’, the current calibration points for the LEFT tank.
6. Tap/hold VALUE to change to the desired number of calibration points for this tank (2 to 5). Each
Tank can have a different set of calibration points. So 5 points for Main and 2 points for Aux.
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7.
Tap TANK to select the next active tank and repeat previous step. Continue until all tanks ‘points’ have been set.
8.
Tap TABLE . You see ‘ Fuel Table Data ’ ( White at top of screen) with a table. You may change any of the fuel levels in the left column except for empty. You will enter the readings taken previously on paper into the right column.
9.
Tap/hold STEP to select the cell you want to edit. Tap EDIT to change the value. Tap or hold Modify to change digit. Tap digit to change another part of the number.
10. Tap SAVE to record it. Follow the on-screen menus to edit the value. Repeat previous step until all tanks data have been entered.
11. You see ‘ Save fuel tank data?
’. Answer SAVE to store all final data values or CANCEL to return to table editing. To complete the process, tap SAVE a second time.
33.
Fuel Flow Totalizer, Refuel Question
The fuel flow totalizer can be set to a different value than the fuel level tank size . To reprogram the “Refuel setting for Main (total) and Auxiliary (total), enter the “Factory Program Mode” by holding buttons 1 and 2 in for a few seconds until the display reads “Program”. Keep tapping next until you see “ END ”. At this point hold in button
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EDM-900 and EDM-930
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1 and 2 again until the display (5 sec.) changes and you see FACTORY . At this point you will see MAIN = XX., adjust with the “ Plus and Minus buttons. Tap next for AUX=XX and adjust. Tap button twice to finish and save.
34.
GPS Interface
Use the J4 connector harness 790708 labeled RS232 OUT TO GPS (white) and RS232 IN FROM GPS (gray).
Refer to the Manufactures GPS manual for the required pin connections on the GPS.
35.
Manifold Pressure (MAP) Sensor
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36.
RPM Sensor installation
Use the J3 connector harness 790420 and connect the 3 leads using the supplied 3-pin connector and pins. There are three types of magnetos commonly in use. You must have the correct RPM sensor for the magneto installed in the aircraft. The following part numbers apply: Slick -4000, -6000 use JPI P/N 420815. For the Bendix -1200 use P/N
420815. Dual magnetos use JPI PN 420810. Mount the sensor as shown in the appropriate diagram below.
B e n d ix
M a g n e to s
S lic k
M a g n e to s
C o n n ec to r to h a rn e ss
B e n d ix -2 0 , -2 1 , -2 0 0 , 1 2 0 0 s e rie s n o n -p re s s u rize d
J P I 4 2 0 8 1 5 -2 po s ition lim it
M o u n t s e n s or s id e o f b ra ck e t to w a rd s e
P
TO po s ition lim it
C o n n ec to r to h a rn e ss
A ltern a te b rac k e t lo c a tio n s
B e n d ix 1 2 0 0 s e rie s p re s s u rize d
J P I 4 2 0 8 0 7 b od y
P
TO
B e n d ix D u a l
M a g n e to
R P M S IG G R N
R P M G N D B L K
R P M P W R R E D
1
C o n ne c to r to h a rn es s
S lic k 6 0 0 0 , 4 0 0 0 s e rie s n o n -p re s s u riz e d
J P I 4 2 0 8 1 5 -1 b o d y
S e n so r rin g m u n te d u n d e r ve n t p lu g .
S te m a t rig h t a n gle s to m a g ne to c en te r line
A ltern a te b rac k e t lo c a tio n C o n ne c to r to h a rn es s
V en t p lu g
S pa c e r ring
S e n s or rin g bra c k e t
M ag n e to b o d y
S lic k 6 0 0 0 , 4 0 0 0 s e rie s p re s s u rize d
J P I 4 2 0 8 0 9
S e n s or m u s t b e ov e r arm a tu re
R e m o ve th is s cre w s e n so r et
S lic k 6 0 0 s e rie s re v M a r 2 0 0 4
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
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37.
EDM-900/930 Specifications and Limitations
The following parameters must be customized for the aircraft into which the EDM-900/930 is installed.
Factory set limits or default values for EDM-900/930
1.
TIT 1650 F
2.
CHT 450 F
3.
Oil Temp Low 90 F
4.
Oil Temp HI 230F
5.
Oil Press low 15 psi
6.
Oil Press Hi 100 psi
7.
Vacuum 0- 15”hg
8.
RPM 2700 Limit and range
9.
RPM set to cyl 6
10. Map 32 In hg HI
11. Map setting 29.90 In Hg
12. Fuel Pressure Hi 35 psi Injected
13. Fuel Pressure Lo 15 psi Injected
14. Fuel Pressure Hi 8 psi Carb
15. Fuel Pressure Lo .5 psi Carb
16. Fuel Flow 24 GPH
17. K-factor 29.99
18. Carburetor filter smoothing 1
19. Ammeter configuration (load or charge-discharge). Load NON TSO
20. HC-120 (% of HP)
21. Fuel Level Resistive/Capacitive
22. Low fuel 10 Gal
NON TSO
TSO-55
23. Low time 45 Min
24. Main tank 75 gallons
25. Aux tank 0
26. GPS set at GARMIN
27. Diff 500 degrees
28. CLD 60 degrees per minute
29. Amps limit 100 amps
30. Record time, 6 sec intervals
31. Hobbs on at 1000 RPM
TSO-C43
TSO-C43
NON TSO
NON TSO
NON TSO
TSO-C43
TSO-C43
TSO-C43
TSO-C43
TSO-47
TSO-47
TSO-47
TSO-C49
TSO-C49
TSO-C45
TSO-C45
TSO-47
TSO-47
TSO-47
TSO-47
TSO-C44
On 14 vdc systems during start-up the EDM may reset it self. This is normal due to extremely low battery voltage.
The conditions and test required for TSO approval of this article are minimum performance standards. It is the responsibility of those desiring to install this article either on or within a specific type or class of aircraft to determine that the aircraft installation conditions are within the TSO standards. The article may be installed only if installation of the article is approved by the Administrator. The functions of Volts, Amps, and Horse Power were tested to DO-160D and DO-178B, but not TSO’d since no TSO exist for these functions. Deviation granted for TSO-C49b to include digital display and sensor. All TSO required probes, transmitters and sensors also tested to DO-160D.
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38.
EMI Radio Test and functional check:
Even through the EDM-900/930 has been tested to DO-160E Section 20 (EMI) the installation itself could creates radio interference on specific frequencies. The following test is to insure that this does not exist.
EMI/RFI TESTS: perform tests, in accordance to the table below, to insure wire routing and connectivity has not compromised the signal integrity of the NAV/COM receivers. Power up the aircraft bus (or buses) in accordance with normal engine prestart procedures (see Aircraft Pilot Operating Handbook). Verify that the EDM-900/930 is operating normally and there are no bad probes or alarm messages. Set the frequency and audio panel to listen to that radio.
Loud buzzing/humming is considered ‘unusual noise’ in the context of these tests also the OBS needle should not move. Should any EMI noise be found that is attributed to the EDM-900/930 system, it must be corrected by shielding and/or rerouting wiring to eliminate the noise. If unusual noise is heard, remove power from the EDM-900/930 system to check if it is the source of this noise. If the EDM-900/930 system is not the source of ‘unusual noise’ then mark the table with a ‘PASS’.
Comments Frequency
108.00
112.00
115.00
117.00
120.00
121.00
122.00
123.00
124.00
125.00
126.00
127.00
128.00
129.00
130.00
132.00
NAV/COM 1
(PASS/FAIL)
NAV/COM 2
(PASS/FAIL)
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39.
Component Parts
Display EDM-930 P/N 790000-C-(xxx)
Display EDM-900 P/N 790000-A-(xxx)
EGT probe KIT PN 11800
TIT probe with option KIT 12000
CHT probe KIT PN 12600
OAT probe with option KIT 12200
IAT probe with option KIT 11200
Carb temp probe KIT 11900
Oil Temp probe with option KIT 12500 PN 500409
Oil pressure sender KIT 14600 PN 159936A
Fuel pressure sender KIT 14500 PN 159935A
Fuel pressure differential sender Kit 14800 PN 159938
Ammeter shunt KIT 13000 PN 159920
Fuel Flow transducer PN 700900-1
Fuel Level sender option
MAP KIT 14400 PN 159934A
RPM one of P/N 420815-1 or,-2
RAD P/N-790749
Component Parts List for EGT (KIT 12800), TIT (KIT 12000) Probe
1 Thermocouple type K probe PN M-111
1 Stainless Steel Clamp Thimble
1 Stainless Steel Exhaust Seal Washer
1 Stainless Steel Screw Type Clamp
2 Ring Terminals
2 Screws and nuts 6-32 X 1/4
1 Fiberglass tube 3/8” x 5”
Component Parts list for CHT KIT 12600
1 Bayonet Probe Thermocouple type K Spring loaded PN 5050-T
1 Or Gasket thermocouple probe type K PN MM-113
2 Ring Terminals
2 Screws and Nuts 6-32 X 1/4"
1 Fiberglass tube 3/8” x 5”
Component Parts list for IAT (KIT 11400) probe
1 Thermocouple type K probe PN M-111
1 Stainless Steel Clamp &Thimble
1 Stainless Steel Exhaust Seal Washer
Component Parts list for OAT (KIT 1220) probe
1 P/N 400510, OAT probe
2 Ring Terminals
2 Screws and Nuts 6-32 X1/4"
Fiberglass tube 3/8” x 5”
Component Parts list for CARB (KIT 11900) probe
1 P/N 400128, CARB probe
2 Ring Terminals
2 Screws and Nuts 6-32 X1/4"
1
1
1
1
1
1
1
1
1
-4 Cyl -6 Cyl
1 1
1
8
1
8
1
1
12
1
12
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Twin engine
-7 Cyl
1
1
14
1
14
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
-8 Cyl -9 Cyl
1 1
1
16
1
16
1
1
18
1
18
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
1 Fiberglass tube 3/8” x 5”
Component Parts list for OIL Temperature probe (KIT 12500)
Report No 908
Page 32 of 55 Rev I
Date 1-18-2013
1 P/N 400509 OIL probe
1 AN900-10 crush washer
2 Ring Terminals
2 Screws and Nuts 6-32 X 1/4"
1 Fiberglass tube 3/8” x 5”
Component Parts list for Kit 14800 Differential Fuel Pressure (only if required by POH)
1 P/N 159938 Fuel pressure sensor
1 P/N 159961 Clamp, Loop Cushioned
1 P/N 174204 Connector MS 3116F8-4S
Component Parts list for Oil Pressure sensor KIT 12400
1 P/N 159936A Oil Pressure sensor
1 P/N 159961 Clamp, Loop Cushioned
1 P/N 174402 Connector Pack 3 Pin and Terminals
Component Parts list for Fuel Pressure Sensor KIT 14500 (only if required by POH)
1 P/N 159935A Fuel pressure sensor
1 P/N 159961 Clamp, Loop Cushioned
1 P/N 174402 Connector Pack 3 Pin and Terminals
Component Parts list for ampere shunt
1 P/N 159920 100 amp shunt
2 Ring Terminals
Component Parts list for Fuel Flow Transducer
1 fuel flow transducer, 201 or 231 PN 700900-1,-2
8 inches of 1.5” dia. fire sleeve
1 3-pin connector housing
3 female pins
2 AN816-4-4 fittings (Continental) or AN816-4-6 (Lycoming)
Component Parts list for MAP sensor KIT 14400
1 P/N 159934A Manifold pressure sensor
1 P/N 159961 Clamp, Loop Cushioned
1 P/N 174402 Connector Pack 3 Pin and Terminals
Components Parts list for RPM sensor P/N depends on Magneto make and model
Bendix magneto -20,120………….P/N 420815-2
Slick magneto 4000 or 6000………P/N 420815-1
40.
Weight and Balance Data
Indicator PN 790000(-A) EDM-900
Indicator PN 790000(-C) EDM-930
EGT / TIT / CDT / IAT / OAT probe
CHT / Oil Temperature probe
4/6 Cylinder Harness 8 ft.
RPM
MAP
Fuel Pressure Sender
Oil Pressure Sender
Harness each
2.0 Lbs
3.0 Lbs
2.0 oz. each / 0.125 lbs
1.5 oz. each / 0.094 lbs
14.0 oz. each / 0.88 lbs
1.5 oz each / .094 lbs
5.0 oz / 0.42 lbs
5.0 oz / 0.42 lbs
5.0 oz / 0.42 lbs
1.0 Lbs
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
41.
Pilot Programming
Report No 908
Page 33 of 55 Rev I
Date 1-18-2013
To start the Pilot Program procedure, simultaneously hold the STEP and LF buttons for five seconds. You will see the word PROGRAM for two seconds and then the sequence shown in the chart below.
Tap the STEP button to advance to the next item in the list. Hold the STEP button to step back to the previous item.
Tap the LF button to select alternate values of that item. Simultaneously hold both STEP and LF to exit.
STEP advances next item
PROGRAM
LF sequences through these values
FUEL
N
FILL ?
N
RATE 4 0 … 9
OAT F
OAT
0
OAT
F
C
OAT
OAT-I0 …
OAT
I0
Comments
Stays on for two seconds.
Tap LF to change fuel status. Exits program mode when done.
Index rate (pause time in seconds) in the Automatic Mode. 0 disables the Automatic
Mode.
To calibrate the OAT
10°, hold both the STEP and LF buttons simultaneously for five seconds, which will proceed to the next step. Otherwise the next step will be skipped.
This step will be normally be skipped.
Adjust the indicated temperature up or down by up to 10°. For example, OAT
3 adjust the OAT 3° higher.
EGT
I?N
HPC
I25
EGT
I?N
EGT
I?Y
70 HP
Y—Yes—sets the digital display to one-degree resolution; N—No—sets 10°. (10° resolution is easier to interpret the EGT’s.)
HPC=
I25
MAP 20
32
%HP display will change when HP constant is adjusted. Hold STEP and LF for 5 seconds until you see ADJUST to set the HP calibration. Tap STEP to continue to the next step.
To adjust the MAP, hold both the STEP and LF buttons simultaneously for five seconds, which will proceed to the next step. Otherwise the next step will be skipped.
Adjust the MAP.
MAP
29.9
KP
29.90
TR IP?
N
Adjust the instrument’s K-factor to match the fuel flow transducer K-factor.
HOBS
VAL
END?
Y
TR IP? N
TR IP? Y
2424
ENG
25
EDM
3567
FRM
END?
Y
N—No—Upon informing the EDM that you refueled the aircraft, reset total fuel used to
0.
Y—Yes—accumulate total fuel used rather than reset to 0 at each refueling. See page
Displays the engine hours and airframe hours.
STEP exits the pilot programming mode.
LF reenters pilot programming mode.
42.
Programming the HP Constant
You must adjust the HP Constant once for your aircraft. You must perform this adjustment in the air while the aircraft is in flight between 5,000 and 8,000 feet MSL.
1.
Enter the pilot program mode by simultaneously holding the STEP and LF buttons for five seconds.
2.
Tap STEP repeatedly until you see—for example— HPC = I25. Then hold both the STEP and LF buttons display until you see ADJUST, followed by HPC= I25. The adjustment range for the HP Constant is 45 to 180.
3.
Set the MP and RPM per your POH to 70 percent power. Let conditions stabilize.
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 34 of 55 Rev I
Primary Engine Data Management System Date 1-18-2013
4.
Change the HP reading on the EDM-900 to 70 percent by adjusting the HP constant in the lower display by holding or tapping the LF button. Percent HP should be close to 100 percent during takeoff at sea level.
5.
Tap the STEP button to proceed to the next step.
43.
Selecting Fuel Pressure Type (EDM-900 only)
To properly display Fuel Pressure values, the EDM must be told what type of Fuel Pressure sensor is connected to the
EDM. This is normally set at the factory for new installations. To set or modify the type of Fuel Pressure sensor connected to the EDM, follow these steps:
1.
Enter Pilot Program Mode by holding the STEP and LF buttons for 5 seconds
2.
When the EDM enters Program Mode, tap the button labeled “ NEXT ” until END?
Is displayed in the scanner message area.
3.
Again hold the STEP and LF buttons until the EDM enters Factory Program Mode.
4.
After “ Factory ” is displayed in the scanner message area, tap the NEXT button until FUEL PRESSURE = is displayed in the scanner message area.
5.
Hold the STEP and LF buttons until the word ADJUST appears in the message area
6.
Tap the PLUS or MINUS buttons to change the selected Fuel Pressure sensor type.
7.
To save the selected value, hold the STEP and LF buttons until the word SET appears in the message area.
8.
Tap the STEP button repeatedly until the message END?
is displayed in the message area
9.
Tap the button labeled
YES
to save changes and restart the EDM.
44.
Customizing Non-Primary Data (EDM900 only)
You can customize – change or re-order non-primary data channels in the non-primary portion of the EDM display
(non-primary values are displayed as text gauges without redline values – See Pilot’s Guide for more information).
Non-primary data channels are numbered from 1 up to 6, depending on your particular aircraft configuration and EDM installation. To customize the LCD layout of non-primary data, follow these steps:
1.
Enter Pilot Program Mode by holding the STEP and LF buttons for 5 seconds
2.
When the EDM enters Program Mode, tap the button labeled “ NEXT ” until END?
Is displayed in the scanner message area.
3.
Again hold the STEP and LF buttons until the EDM enters Factory Program Mode.
4.
After “ Factory ” is displayed in the scanner message area, tap the NEXT button until CUSTOMIZE DISPLAY?
is displayed in the scanner message area.
5.
Hold the STEP and LF buttons until the word ADJUST appears in the message area
6.
You will see a prompt like “ 1=VOLTS ” (or similar). This describes the data channel to be displayed in the first non-primary data location.
7.
Tap the “ CHANGE ” button to change to the next non-primary data channel. The new data channel selected will be displayed in the
8.
Tap the “ NEXT ” button to select the next non-primary location (such as 2=AMPS).
10. When all changes have been made, hold the STEP and LF buttons until the word SET appears in the message area.
11. Tap the STEP button repeatedly until the message END?
is displayed in the message area
12. Tap the button labeled YES to save changes and restart the EDM.
45.
K Factor
The K factor is shown on the fuel flow transducer as a four-digit number, which is the number of pulses generated per gallon of fuel flow. Before installing the transducer, write down the K factor here _________. To enter the number, move the decimal point three places to the left. For example if the K factor on the fuel flow transducer is 29,123, enter
29.12 in the K factor parameter.
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 35 of 55 Rev I
Primary Engine Data Management System Date 1-18-2013
If the K factor is increased, the indicated fuel flow will decrease, and vice-versa. When the K factor is changed during a trip, calculations of fuel used, fuel remaining and time to empty are not retroactively recalculated.
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 36 of 55 Rev I
Date 1-18-2013
Fine tuning the K Factor
The K factor shown on the fuel flow transducer does not take into account your aircraft’s particular installation. Fuel hose diameters and lengths, elbows, fittings and routing can cause the true K factor to be different from that shown on the fuel flow transducer.
You must use the following procedure to fine tune the K factor.
1.
Make at least three flights of about two to three hours each. Note the actual fuel used (as determined by topping the tanks) and the EDM-900 calculation of the fuel used for each flight USD.
Flight
1
2
3
Total
Fuel USED shown by EDM
(total tank - REM) Actual fuel used by topping tanks
2. Total
the EDM-900 calculated fuel used and
the actual fuel used.
3. Record the current K factor here
____________________ and in the table below.
4. Calculate the New K factor as follows:
New K factor = (
EDM fuel used) x (
Current K factor)
(
actual fuel used)
New K factor = (
) x (
)
(
)
Every time you fine tune the K factor, change it by only half of the amount calculated above, and record the measurements here:
Date
EDM fuel used
actual fuel used
Current
K factor
New K factor
=
x
/
Pilot’s initials
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 37 of 55 Rev I
Date 1-18-2013
46.
Adjusting the K Factor
This procedure is different than for setting other parameters.
1.
If you haven’t already done so, start the Pilot Program Mode by clearing all alarms by tapping step repeatedly, then simultaneously hold the STEP and LF buttons (for about five seconds), until you see the word PROGRAM, followed by ‘FUEL ? N’.
2.
Tap STEP repeatedly until you see K-FACTOR=29.90 (this value may be different on your unit).
3.
Hold both the STEP and LF buttons simultaneously until a digit begins flashing. This indicates editing has been enabled.
4.
Tap or hold the LF button to change the flashing digit to the desired value.
5.
Tap or hold the STEP button to select the next digit to edit.
6.
Repeat steps 4 and 5 until the displayed value is set to your desired value.
7.
To save new value, hold STEP and LF buttons simultaneously (for about five seconds) until the K factor parameter exits.
8.
Tap STEP repeatedly until you see END ? Y, then Tap STEP once more to exit the Pilot Program Mode.
47.
Programming Accumulate Trip Total
Accumulate—default is OFF: resets the fuel used to 0 every time you inform the EDM-900 that the aircraft was refueled. With accumulate ON fuel used will not be reset to 0 when you inform the EDM-900 that the aircraft was refueled.
Select “No” if you wish to display total fuel used since the last time you informed the EDM-900 that the aircraft was refueled. Select “Yes” to display total fuel used for an extended trip with multiple fuel stops. This selection affects only the
USD
measurement.
During normal operation, to reset the accumulated fuel used display at any time, tap STEP until you see USD. Hold both STEP and LF until the display shows .0 USD.
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 38 of 55 Rev I
Date 1-18-2013
48. Trouble Shooting
Diagnostic Testing on Startup and During Flight
When your EDM is first turned on it tests internal components, calibration and integrity of the probes.
During flight, probes are constantly checked for inconsistent or intermittent signals.
Problem
A MISSING COLUMN IN THE
DISPLAY UPON START UP
A MISSING COLUMN IN THE
DISPLAY DURING FLIGHT
DISPLAY FREEZES OR MAY
BE INCORRECT
Situation diagnostic routine has found an open line or probe with no connection.
a reading that is jumping around or incorrect
The probe is removed from the line up
A power transient could cause the processors to malfunction
Correction
Replace the EGT or CHT probe shown in the error message
Replace the EGT or CHT probe shown in the error message on the next flight.
Recycle the power to the EDM
LEANFIND FINDS A “PEAK”
TOO SOON
PEAK NOT FOUND DURING
LEANFIND
OFF-SCALE EGT COLUMNS,
TOO HIGH OR LOW
FIRST CYLINDER TO PEAK
IS NOT THE HOTTEST
EGTS RISE DURING SINGLE
MAGNETO CHECK
EGTS NOT UNIFORM
DURING LOW POWER
OPERATION
0.0 GPH
--- GPH
--- H.M
OPEN PRB
BAD-PRB
RED ‘X’ DRAWN THROUGH
A SINGLE GAUGE
RED ‘X’ DRAWN THROUGH
ALL GAUGES FOR AN
ENGINE
CAL ERR
DSP XXX
COMM ERR
NO I 5 MV
Failure to pre-lean before performing
LeanFind or stopping while leaning.
Leaning too slowly
Lean Find not activated or stopping while leaning
Off-scale EGT column readings. EDM in the Normalize view (blue EGT scales).
The first to cylinder peak is not necessarily the hottest
Incomplete combustion persisting longer
Fuel and air distribution is not optimal at low power settings
Zero’s indicate Fuel flow is too low to register
This is normal.
Dashes indicate No fuel flow transducer signals
Dashes indicate No fuel flow transducer signals
Open probe.
Have the mechanic verify if it is the sensor or wiring.
No GPS signal, check the wiring
Bad probe.
Measurement out of range.
Wiring to probe is open circuit. Check wiring and crimps. Swap probes to troubleshoot.
Erratic reading. May be poor electrical connection. Swap probes to troubleshoot.
Have the mechanic verify if it is the engine or the sensor. Replace as necessary.
DAU failure or DAU communications error.
Check power to DAU and wiring harness connections.
Calibration error.
Internal communication error.
Internal communication error.
Calibration error.
Continue to lean without stopping
Lean more rapidly
Lean at the speed of approximately
10°F per second
Return to Standard mode by holding the LF button.
This is normal.
This is normal.
This is normal.
Return unit to factory.
Return unit to factory.
Return unit to factory.
Return unit to factory.
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
NO 50MV Calibration error.
NO 2.5V
Calibration error.
WARNCAL, WARNCFG
HOBSERR
HOBSBAD
HANGCFG, HANGCAL
Transient warning messages.
The time of the most recent flight may not be reflected in the HOBBS meter.
The HOBBS data has been corrupted.
Internal system errors.
Report No 908
Page 39 of 55 Rev I
Date 1-18-2013
Return unit to factory.
Return unit to factory.
Return unit to factory.
Return unit to factory.
Return unit to factory.
Return unit to factory.
48.1
GPS Interface Diagnostics
Problem
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 the scan.
NO - WPT message and
‘xxx REQ’, ‘XXX RES’ are all missing from the scan.
Situation
No communications from GPS receiver to
EDM.
Communications are received by EDM and the Auto-Protocol setup is in process.
GPS receiver has insufficient signal for valid data.
No waypoints are programmed into the aircraft GPS receiver.
Correction
No connection or aircraft GPS is off.
Verify correct output format setup in
GPS receiver; check GPS connections.
Check GPS signal
Program way points
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 40 of 55 Rev I
Date 1-18-2013
49.
Connector Pin Assignments on EDM, J1 through J5
Rear view of EDM 930 Showing Connector Locations
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 41 of 55 Rev I
Date 1-18-2013
50.
Connector Pin Assignments on EDM, J1 through J5
Rear view of EDM 900 Showing Connector Locations
15
8
P5
9
1
25
13
25
13
15
8
9
5
Alert Light
6
1
P3
14
1
P1
9
1
14
1
P2
P4
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 42 of 55 Rev I
Date 1-18-2013
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 43 of 55 Rev I
Date 1-18-2013
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
51.
J3 RPM, MP, Oil-P
Report No 908
Page 44 of 55 Rev I
Date 1-18-2013
J-3 Harness with i2s Oil and manifold pressure sender
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
J4 (FF, GPS, AMP 2 )
White 1
Gray 2
Data out to GPS
Data in from GPS white 4 red 5 black 6
IN
Serial communications
OUT
Main FF 700900-1, (201) -2 (231)
Report No 908
Page 45 of 55 Rev I
Date 1-18-2013
White 12
NC 9
10
11
5 6
Right low fuel switch
IN
OUT
Return FF 700900-1, (201) -2 (231)
Optional
13
White 14
Gray 15
Left low fuel switch
optional
Remote fuel flow alarm light (option)
FF2
Power and ground connect to pins 5 and 6 respectively
+
AMPS 2
159920
Optional
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
51.1
J5 PN 790719 (fuel tanks, fuel press, amps)
Report No 908
Page 46 of 55 Rev I
Date 1-18-2013
1.
J-5 Harness with i2s fuel pressure sender.
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 47 of 55 Rev I
Date 1-18-2013
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
52.
Appendix A Fuel Flow install Report 503
See attached Report
53.
Appendix B ICA
See attached Report
Report No 908
Page 48 of 55 Rev I
Date 1-18-2013
FAA Approved Installation Manual for the Report No 908
EDM-900 and EDM-930 Page 49 of 55 Rev I
Primary Engine Data Management System
54.
Appendix C
Date 1-18-2013
C
onnector Pin Assignments on EDM, J1-J2 Only with ARINC 429
J1 - DB25M
1
2
3
8
9
10
4
5
6
7
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
Production
Version
Oil Temp Y
Oil Temp R
Spare RS232 Data In
FDR RS232 Data Out
Ground Oil Pr/Hydr Pr
Oil Pr +input 0-5V
Oil/Hydr Pr +5V power
Torque +5V power
Torque +input 0-5V
Torque Ground
AMPS #1+
AMPS #2+
14-28V Pwr (BAT1)
OAT Y
OAT R
ITT Y
ITT R
Emerg Hyd Pr +in 0-5V
Main Hyd Pr +in 0-5V
Fuel Pr +5V power
Fuel Pr +input 0-5V
Fuel Pr Gnd
AMPS #1 -
AMPS #2 -
Power Ground
Not used
To Flight Data
Recorder connected to generator shunt connected to battery shunt
Kg (5V) / lb (0V)
Select
Day (5V) / Night
(0V) Select connected to generator shunt connected to battery shunt
23
24
25
17
18
19
20
21
22
12
13
14
15
16
J2 DB25F Production Version
1
2
ARINC IN #1A
ARINC IN #1B
3
4
GPS RS232 Data In
GPS RS232 Data Out
8
9
10
11
5
6
7
Fuel Flow Signal
Fuel Flow +12V pwr
Fuel Flow Ground
FQ #1 0-5V
FQ #2 0-5V
Fuel Temp RTD -
Fuel Temp RTD + nCAL
14-28V Aux Pwr (BAT2)
ARINC OUT #1A
ARINC OUT #1B
Annunciator #1
Annunciator #2
Annunciator #3
Annunciator #4
FQ #3 0-5V
FQ #4 0-5V
N2, Np
N1, N2 Gnd
N1, Ng
Power Ground
Not used
Not used
Ground
Do Not
Connect
Ground = on
Appendix B
J. P Instruments Inc.
PO Box 7033
Huntington Beach CA 92646 ICA Supplement No. 905-01
Rev. D date 7-15-12
INSTRUCTIONS FOR CONTINUED AIRWORTHINESS (ICA)
EDM-900/930 PRIMARY ENGINE DATA MANAGEMENT SYSTEMS
For
Aircraft as listed on STC SA01435SE
This Supplement must be attached to the FAA Approved Installation Manual when the
J.P. Instruments EDM-900/930 is installed in accordance with Supplemental Type
Certificate SA01435SE .
Before performing any procedures contained in this manual the user should verify they have the latest ICA revision.
Please check web site at www.JPITech.com
for the latest revision of this manual.
The registered owner on file at JPI will also be notified of any changes.
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Revisions For ICA:
Revisio n
Date Description
IR 12/ 15 /2011
Complete Document
Report No 908
Page 51 of 55 Rev I
Date 10-9-2012
Affected Pages
1 thru 6
A 2/07/2012
Added Penetration of Aircraft Pressure Vessel item 9
Page 5
B 4/23/2012 Revised items 5 and 9 Page 5
C
D
5/16/2012 Deleted old items 3 and 12. Revised old items 4,
5, 8, and 14 (new items 3, 4, 7, and 13
7/15/2012 Clarified acronyms in item 2. Corrected typographical errors in revision log, items 2, 4,
5, 6, and 7. Reworded items 4 and 14 for clarity.
Added Rev. D to all pages.
Pages 5 and 6
Pages 1 through
6
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 52 of 55 Rev I
Date 10-9-2012
1- Introduction:
The EDM-900/930 is a combined electronic indicating system which simultaneously 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 for primary and non-primary instruments is shown on the Right with the function on the left .
2- Description:
Gauge Function
Message Area
Alarm Abbreviation
Display
Non-primary functions Induction air temperature
(IAT), carburetor inlet temperature (CARB), exhaust gas temperature (EGT) span (DIFF), bus voltage, amperage load, Shock Cooling (CLD), Fuel
Remaining (REM), Fuel Required (WP REQ), Fuel
Reserve (WP RES), Nautical Miles per Gallon
(MPG), Estimated Time to Empty and Fuel Used have programmable alarm limits .
Engine Cylinder head Temperature ( CHT), Exhaust Gas
Temperature (EGT), Fuel Pressure (FP), Fuel Flow
(FF), and Engine Manifold Pressure (MAP) may not be primary on some installations. Any non-primary functions are programmable.
Engine rotational speed
Engine Manifold Pressure
Engine Cylinder Head Temp
Engine Oil Temperature
Engine Oil Pressure
Fuel Pressure
Primary
Fuel Flow to engine
Comp. Discharge Temp.
Turbine inlet Temp. Left side
Primary
RPM xxxx
MAP xx.x in hg
CHTX xxx o
F
OT xxx
OP xx o F o
F
FP xx PSI
FF xx.x GPH
CDT xxx o
F
TIT-L xxxx o
F
TIT-R xxxx o
F
TIT xxxx o
F
The right hand side the EDM-900 has horizontal tape scales with digital values below each scale and the EDM-930 right side has vertical scale columns with a digital value below each column. The functions are: Oil-Temperature (OT), oil-pressure
(OP), fuel-pressure (FP), CDT for engine installations having a primary compressor discharge temperature, Fuel Flow (FF), and two main and two aux. fuel tank quantities (QTY-LF/RT Main, QTY-
LF/RT Aux). The engine rotational speed (RPM) and manifold pressure (MAP) are presented in the upper left corner of the instrument. The EGT, CHT and turbine inlet temperature (TIT) are presented in the lower left corner. Below the EGT/CHT columns is a message center that displays the digital values of the EGT/CHT/TIT and additional functions like shock cooling and caution and limit alarm messages. OAT is displayed in its own box in degrees C or F. With the EDM-930 having a fixed display the EDM-900 can rotate 90 degrees to accommodate installation.
Turbine Inlet Temp. Right side
Single Turbine Inlet Temp.
EGT Span, highest to lowest EGT (a calculated number)
Bus Voltage
Non-Primary
Exhaust Gas Temp.
Induction Air Temperature
Carburetor Air Temperature
Shock Cooling of CHT
Differential Temp. of EGT
Amperage Load
Outside Air Temp.
Estimated Time to Empty
Fuel used to date
Estimated Remaining fuel
Estimated Fuel required to Waypoint
Estimated Fuel Remaining at
Specific values for each parameter are displayed digitally above the vertical scale displays of EGT,
CHT, and TIT or TIT-R,-L. The highlighted number below the columns indicates which cylinder's digital
Waypoint
Nautical Miles per Gallon
Brightness, Dim control information is presently displayed as an alarm in the message center or when manually or automatically stepping through the parameters.
Non-Primary
EGTX xxxx o
F
DIFF xxx o
F
IAT xxx o
F
CARB xxx o
F
CLD xx o
/MIN
DIF xx o
F
Volts xx.x
AMPS xx
OAT xx o
F, oC
Est. T to E xx:xx H:M
USED xx.x GAL
Est. REM xx GAL
Est. WP REQ xx GAL
Est. WP RES xx GAL
ECON xx.x MPG
DIM/BRT
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 53 of 55 Rev I
Date 10-9-2012
Programming
Depressing the LF and STEP buttons simultaneously enters the program mode to enter fuel quantities, display scan rate, OAT display to °F or °C, EGT digital display resolution to 1 or 10° and other setup parameters. Exit by depressing STEP. If either the STEP or LF buttons are not pushed for three minutes and the rate is not “0”, the
EDM-900/930 will revert to automatic scan mode. Depressing the STEP button will stop the automatic mode and revert to manual mode. Refer to the EDM-930 Pilot’s Guide Rev. C or later for additional operating information.
EDM- 930 Remote Alarm Display (RAD)and EDM-900 Remote Annunciator Light (RAL)
The
RAD for the EDM-930 is a 0.2” high, 8 character independent display and for the EDM-900 the RAL is a combination Red/Yellow light. The RAD or RAL will still function if the main display is inoperable. On the EDM-900 and EDM-930 only primary instrument alarms are indicated.
The RAD or RAL is located in front of the pilot within the primary flight instruments and displays caution and limit exceedance when any of the parameters has reached its preset trigger point. On initial startup or whenever power is turned on, the words “EDM-930 PRIMARY” is displayed, followed by the make and model of the aircraft for which the primary limits are set.
Alarm Limits
Whenever a parameter reaches the programmed caution trigger point, the main display will flash. Tapping the
STEP button extinguishes these warnings.
Similarly, whenever a parameter reaches a programmed limit value, the display and the RAD will flash. Tapping the
STEP button will extinguish the red display warnings on the main display but the RAD will also continue to flash the acronym until the parameter is not at or beyond the limit value.
Primary alarm limits for each specific aircraft model are set by JPI and are not programmable by the pilot. These include some or all of the following : CHT, CDT, EGT, O-T, O-P, F-P, QTY-LF, QTY-RT, MAP, RPM, FF, CARB, and TIT. 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 (POH).
For caution alarms, primary digits and acronyms are flashed in amber at the original manufacturer’s published caution points or, if none is specified, at a specific temperature below the programmed limit.
When a caution range is reached, the pilot can momentarily depress the STEP button to extinguish the particular flashing alarm. If another parameter has also reached its limit, that label will then begin to flash. The pilot should continue to monitor the affected functions as he would if a conventional analog display had reached a limit. The bar graph functions of CHT, EGT, and TIT remain displayed at all times
Alarm priority list.
21. OILP_LO.
22. FP_LO.
23. OILT_HI.
24. CHT.
25. TIT.
26. FLVL. (Fuel Level)
27. REM.
28. FP_HI.
29. MAP.
30. DIF.
31. CLD.
32. RPM.
33. OILT_LO.
34. VOLTS.
35. OILP_HI.
36. AMPS.
37. CDT.
38. RES.
39. EGT.
40. FF.
Dimming
Automatic dimming is provided to dim both the panel display and the remote alarm. Dimming can also be accomplished manually. Tapping the far right hand button (labeled Dim) decreases brightness. Continuously holding this button increases brightness. Manual dimming overrides the automatic dimming feature. When switching electrical power off and on, the system defaults to automatic dimming.
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 54 of 55 Rev I
Date 10-9-2012
3- Servicing Information:
There are no field adjustments or calibration requirements after initial installation for the J. P. Instruments EDM
900/930. After initial installation follow the maintenance instructions of the ICA to replace failed components.
4- Maintenance Instructions:
Visually inspect wiring and all other EDM-900 series components on installation and during scheduled 100 hour and/or annual inspections (as applicable) for damage, wear, and security. Repair or replace wiring as needed and replace components in accordance with the EDM 900/930 Installation Manual, Report No. 908 Rev H or higher,
Sections 7 through 43. Repair of thermocouple wiring is not allowed. Damaged thermocouple wiring must be replaced.
Maintenance of nonfunctioning or malfunctioning components may only be done at the JPI factory.
5- Troubleshooting Information:
Troubleshooting information can be found in section 42 of the EDM 900/930 Installation Manual, Report No. 908
Rev H or higher.
6- Removal and Replacement Information:
Refer to the EDM 900/930 Installation Manual, Report No. 908 Rev H or higher, for the specific part/system in question. The removal of the system or sensor is the reverse of the installation instructions.
If the unit is removed and reinstalled, a functional check of the equipment must be conducted (see Section 30 of
EDM 900/930 Installation Manual, Report No 908 Rev H or higher).
7- Diagrams:
Refer to the EDM900/930 Installation Manual Report No 908 Rev H or higher Section 43 for wiring diagrams.
8- Special Inspection Requirements:
NONE
FAA Approved Installation Manual for the
EDM-900 and EDM-930
Primary Engine Data Management System
Report No 908
Page 55 of 55 Rev I
Date 10-9-2012
9- Application of Protective Treatments:
Not applicable to this system.
10- Data:
Not applicable to this system.
11- List of Special Tools:
Not applicable to this system.
12- Recommended Overhaul Periods:
There are no recommended overhaul periods for this system.
13- Airworthiness Limitations:
None.
The Airworthiness Limitation section is FAA approved and specifies maintenance required under §§ 43.16 and
91.403 of the Federal Aviation Regulations unless an alternative program has been FAA approved.
14- Revision:
These Instructions for Continued Airworthiness have been reviewed and accepted by the FAA. In the event that a revision is required the revision will be submitted to the FAA for review and acceptance. Before performing any procedures contained in the manual the user should verify they have the latest revision by Checking the web site at www.JPITech.com
for the latest revision of this manual. Owners of record will also be notified by mail or e-mail of a revision update. The revised Instructions for Continued Airworthiness must become a part of the aircraft records and a logbook entry made noting the revision

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