FAA EDM-960 Installation Manual
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FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 1 of 45 Rev C
Date 12-12-12
TABLE OF CONTENTS
1.
Revisions
___________________________________________________________________________________ 2
2.
Read This First
_____________________________________________________________________________ 2
3.
Instrument Marking
________________________________________________________________________ 3
4.
Primary TSO Label
__________________________________________________________________________ 3
5.
Operation and Abbreviations
_______________________________________________________________ 4
6.
Alarm hierarchy
____________________________________________________________________________ 5
7.
Dimming
____________________________________________________________________________________ 5
8.
Locating and Installing the Indicator and Remote Alarm Display, RAD
___________________ 6
9.
EDM-960 Key Card Installation
_____________________________________________________________ 8
10. Power Connection
_________________________________________________________________________ 12
11. Probe Wiring
_______________________________________________________________________________ 12
12. Wiring Markings
___________________________________________________________________________ 13
13. Exhaust Gas Temperature Probe (EGT) Installation
______________________________________ 13
14. Turbine Inlet Temperature (TIT) Probe Installation (optional)
___________________________ 14
15. Cylinder Head Temperature (CHT) Probe Installation
____________________________________ 14
16. Outside Air Temperature (OAT) Probe Installation
_______________________________________ 14
17. Compressor Discharge Temp Probe Installation (optional)
______________________________ 14
18. Carburetor Probe Installation (optional)
__________________________________________________ 15
19. Oil Temperature Probe Installation
_______________________________________________________ 15
20. Oil Pressure Sensor Installation
__________________________________________________________ 15
21. Fuel Pressure Sensor Installation
_________________________________________________________ 15
22. Ammeter Shunt Installation
_______________________________________________________________ 16
23. General Fuel Flow Transducer Installation
_______________________________________________ 17
24. Fuel Level Interface Installation
__________________________________________________________ 18
25. GPS Interface
______________________________________________________________________________ 24
26. Manifold Pressure (MAP) Sensor
__________________________________________________________ 25
27. RPM Sensor installation
___________________________________________________________________ 26
28. EDM-960 system Specifications and Limitations
_________________________________________ 27
29. EMI Radio Test:
____________________________________________________________________________ 28
30. Component Parts List
_____________________________________________________________________ 29
31. Weight and Balance Data
_________________________________________________________________ 31
32. Pilot Programmable Mode
_________________________________________________________________ 32
33. Trouble Shooting
__________________________________________________________________________ 35
34. Connector Pin Assignments EDM-950, J1 through J5
____________________________________ 36
35. J3 Oil-P, MAP, RPMJ4 (FF, GPS, AMP# 2 ) J5 PN 790719 (Tanks, Fuel Press, Amps)
____ 39
35. J4 (FF, GPS, AMP# 2 ) J5 PN 790719 (Tanks, Fuel Press, Amps)
_________________________ 40
35. J5 PN 790719 (Tanks, Fuel Press, Amps)
_________________________________________________ 41
36. P8 Harness Display PN 790807
___________________________________________________________ 42
37. Instructions for Continued Airworthiness (ICA)
__________________________________________ 45
The Owner of the EDM-960 must keep this manual
J.P. INSTRUMENTS PO BOX 7033 HUNTINGTON BEACH CA
Last printed 1/22/2013 11:09:00 AM
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 2 of 45 Rev C
Date 12-12-12
B
C
1. Revisions
REV Description
Added Revision box, new pictures of 900 and 930, page 6. Abbreviations page 4. Revised
Added new pictures of fuel pressure and Oil Pressure
Date Approval
9-28-2011 jfp
12-12-12 jfp
2. Read This First
The following notes apply to a new installation.
Read this section before proceeding .
The JPI warranty found in the back of the pilots guide clearly states that JPI will replace defective parts under warranty, but does NOT cover labor to remove or install any parts .
The most common cause of probe problems is poor terminal crimps. Crimp ring terminals with AMP tool or equivalent.
Fold back the wire double before crimping terminals.
This installation will require some parts unique to your aircraft that are not supplied with the kit, (including but not limited to tie-wraps, hoses and fittings). Acquire all the necessary parts prior to beginning the installation.
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 won’t work.
Observe correct polarity on all probe wires. Connect like colors together (red to red, yellow to yellow).
The DAU EDM-950 must be grounded at the engine , not at the avionics ground.
Record the installation of the EDM-960 on a FAA form 337. Make an entry in the aircraft logbook.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 3 of 45 Rev C
Date 12-12-12
3. Instrument Marking
The TSO label on the instrument is marked as to the instrument’s configuration and DO-160 and DO-178 testing.
The EDM-960 system consists of one (1) EDM-930 Display P/N 790000-C-120, two (2) EDM-950’s P/N 790000-
B-(xxx), two RADs P/N-790749, and all related wiring and connectors.
Model Number / Part Number
EDM-930 PN 790000-C- [120]
EDM-950 PN 790000-B- [XXX]
PN 790749
PRIMARY INSTRUMENTS
EGT
CHT
OIL TEMP
FUEL
FLOW
FUEL
PRESS
RPM
Remote
Display
TIT
CDT
OIL
PRESS
MAP FUEL
Quantity
Display only with TFT (liquid crystal) Type
DAU (Data Acquisition Unit
RAD (Remote Alarm Display)
NON-PRIMARY INSTRUMENTS
EGT
4-9
OAT
CARB
Volts
Amps
IAT
Description
Time to empty
Required to
WP
Reserve at
WP
MPG
OAT, AMP, VOLTS, CARB, IAT
Shock Cooling
Lean Find
Differential EGT
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
4. Primary TSO Label
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 4 of 45 Rev C
Date 12-12-12
5. Operation and Abbreviations
The EDM-960 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
5.1 Remote Alarm Display Operation
The RAD is composed of two (one per engine) red 0.2” high by 8 character displays. The RAD displays flashing alert messages when any of the parameters reaches its preset trigger point, otherwise the RAD is dark. The RAD also serves as an alert back-up if the main LCD display screen becomes inoperative. Some alarm examples are;
CHT over-temp: ‘HIGH-CHT’, oil over-temp: ‘OIL-TEMP’, RPM over-speed: ‘HIGH-RPM’. The RAD will extinguish when no primary alarms exist or when the pilot acknowledges the alarm by tapping the STEP button on the EDM-
960. On initial startup or whenever power is turned on, the words ‘EDM-960 PRIMARY’ are displayed, followed by the make and model of the aircraft for which the primary limits are set.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 5 of 45 Rev C
Date 12-12-12
6. Alarm hierarchy
When a measurement limit is reached, the pilot can momentarily tap the STEP button on the EDM-960 instrument to extinguish the particular flashing alarm acronyms. If another measurement has also reached its limit, that label will then begin to flash. The pilot should continue to monitor the affected parameters (just as he would using a conventional analog display that 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.
1.
OILP_LO.
6.
FLVL.
11. CLD.
16. AMPS.
2.
FP_LO.
3.
OILT_HI.
7.
8.
REM.
FP_HI.
12. RPM.
13. OILT_LO.
17. CDT.
18. RES.
4.
CHT.
5.
TIT.
9.
MAP.
10. DIF.
14. VOLTS.
15. OILP_HI.
19. EGT.
20. Fuel Flow.
7. Dimming
Automatic dimming is provided to dim both the panel display and the remote alarm display, RAD. 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 mode display.
Each EDM-950 has four mounting holes to mount to the avionics equipment rack or to the cold side of the firewall.
The data ports are then connected to the display unit via a harness terminating at the EDM-930 display with a 25 pin D-Sub connector.
Remote Alarm Display
PN 790749
DAU EDM-950 P/N 790000-B
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 6 of 45 Rev C
Date 12-12-12
8. Locating and Installing the Indicator and Remote Alarm Display, RAD
A) 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 final cutouts. Allow extra clearance for any panel finish such as powder coat. The plastic button caps are removable by grasping and pulling each off. The EDM-930 mounts in a
6x4.5 cutout. Mount the indicator using the figure below as a guide. If the panel has too many holes for a clean installation, it is recommended that an .10” aluminum overlay panel be constructed and installed over the original instrument panel and the EDM be installed into this overlay panel.
B) 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.
EDM-930/960 PANEL CUTOUT
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 7 of 45 Rev C
Date 12-12-12
Figure 2: EDM-960 Mounting Area
EDM-960 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 gage displayed on the EDM-930.
HORIZONTAL ORIENTATION:
The EDM-960 display may be mounted from the vertical centerline of the Primary Flight
Instrument “T” to a maximum of 21” to the further most gage of the EDM-930 display and to the left of the centerline as much as needed. See fig 2
VERTICAL ORIENTATION :
The EDM-960 to be mounted within +/- 10” from the horizontal centerline of the Primary Flight
Instrument “T”. The installer should insure that the EDM-960 display is not obstructed by either the glare shield or the control wheel.
The installing A&P and IA should decide that where the installation is to occur does not conflict with the viewing angle requirements listed above.
Note: Any appliances that are installed under the original Type Certificate (TC) that require relocation should be relocated in accordance with the guidance provided in AC.23.1311-1B,
Section 15.4 (presented below). Special care should be exercised to insure that proper pilot visibility of displays and pilot access to controls in not interfered with, with respect to relocated instruments and non-relocated instruments.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 8 of 45 Rev C
Date 12-12-12
9. EDM-960 Key Card Installation
The EDM Key Card activates the primary engine instrument limits for you engine monitor. This key card contains the primary engine POH markings data. After installation do not remove the Key Card from the instrument. The key card is programmed with the serial number of your EDM and the make, model and year of your aircraft. Every time you power up the EDM, the Remote Auxiliary Display (RAD) will show your aircraft make and model in the right engine RAD. The Left RAD will display “EDM-960”
Each system is configured to a specific aircraft type. Therefore for example, a Cessna 310R would have a different series Part number than a Cessna 310Q.
Installation
With the EDM removed from the aircraft, position it on a flat surface with the rear of the instrument facing you as shown below. You do not have to remove any cables if you have sufficient service loop available. Follow the appropriate instructions below.
Open the small access door on the side of the
EDM-930/960 Display using the appropriate tool.
UP
KEY
CARD
Hold the Key Card so that the UP arrow is facing up and in insertion arrow is facing to the right.
Insert the Key Card in the guide rails until you feel it snap into place. Secure the access door.
Power up the EDM and confirm that your aircraft make and model is initially shown in the RAD upon power up.
Install the EDM back into the aircraft. Your installation of the Key Card is complete.
If your EDM should ever have to be replaced with a unit with a different serial number, the factory will reprogram your Key Card to match the new serial number. You should always retain your fuel quantity calibration records, as these may need to be manually re-entered in a different or serviced unit.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 9 of 45 Rev C
Date 12-12-12
9.1 EDM-960 in aircraft with wing-mounted engines
Figure 1
RAD: Left/Right engine
Cockpit Display unit
Back of Display unit
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 10 of 45 Rev C
Date 12-12-12
9.2 EDM-960 in aircraft with centerline thrust engines
FRONT/REAR engine RAD’s must be oriented top to bottom as shown below.
FRONT
REAR
EDM-960 centerline thrust display
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 11 of 45 Rev C
Date 12-12-12
Routing the Wiring Harnesses
Five connectors are protruding from each of the two EDM-950 DAU’s, one for each engine. Connect the five wiring harnesses to the rear of the 950 DAU mounted on the cold side of the firewall 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:
EDM-950
DAU
P1
Harness PN
790200
P2
P3
P4
P5
RAD’s
P6
P7
P8
P9/P10
P11
P12
700700
700702
790422
700708
790723
790749
790802
790811
790807
174203
790808
790810
Oil temperature, Induction temperature, Carburetor temperature, Outside air temperature, Turbine inlet temperature, Turbine inlet temperature 2, Engine ground.
CHT, EGT 6 cylinder 10 feet
CHT, EGT 4 cylinder 10 feet
RPM, MAP, Oil pressure
Fuel flow transducers FX-201, GPS
Fuel pressure (VDO), amperes, Voltage, and fuel level.
Category 5 jack and cable for EDM-960 External remote display
Part of fuel qty sensor interface. Connects with J6 and P5
FQ, interface to Fuel tank.
Power for DAU, GPS , Aux Light to display on cockpit display
Connector Lft/Rt Data (field installed to P11)
Power DAU, Data for DAU
Optional—Aux Light interface cable to J12 on P8
Route the wires from the connectors through the firewall using fireproof 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.
EDM-960 Display Wiring Harness
EDM-930 Display
LEFT/FRONT RAD
RIGHT/REAR RAD
P8
LEFT/FRONT ENGINE
(P9)
RIGHT/REAR ENGINE
(P10)
Harness PN
790749
790749
790807
790808
790808
Description
Category 5 jack and cable for RAD Right engine
Category 5 jack and cable for RAD Left engine
26 pin D-Sub - GPS RS232, GND, Aux Tank Intfc.
Canon Plug (Installer wired) - Power, RS232 MFD data
Canon Plug (Installer wired) - Power, RS232 MFD data
CAUTION: Be sure any wiring does not obstruct the control movement under the instrument panel.
The probe wires must not be tied in with ignition, alternator or engine cabin heater ignition wires because of potential 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. The power and ground wire are normal copper. Temperature probe leads may be spliced with additional Chromel-Alumel wire using copper butt splices.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 12 of 45 Rev C
Date 12-12-12
When the installation is complete all wires should be secured using ties and carefully checked for interference, rubbing or chafing with flight control cables or other moving parts.
10. Power Connection
The EDM-960 automatically accommodates either a 14 or a 28-volt electrical system. Master Bus power must be individually provided, via three 5 amp circuit breakers, to the two DAU units and the EDM-960 head. See Section ‘
IMPORTANT: Insure the DAU ground wires are connected to the engine block. Any wiring extensions or additions beyond JPI supplied wiring must be MIL-W-32759/16 or equivalent. The EDM-960 has a 8-second warm-up. No connection to the aircraft dimmer system is required because the instrument dims automatically with reductions in ambient light. The instrument is designed to reset at less than 10 vdc bus power, therefore the instrument may reset on engine start (typical for 14 vdc systems). This is normal due to the starter loading down the battery output to below 10 vdc.
11. Probe Wiring
When cutting the pair of leads to the proper length to connect to the probes, leave enough slack in the wiring so that probe may be interchanged to an adjacent cylinder if necessary for trouble-shooting and servicing.
Thermocouple wire length is not critical and should be trimmed to any length as required for a clean installation.
The Temperature probe must be wired with the correct polarity. The temperature probe connects to its temperature indicator with yellow jacket Teflon Chromel-Alumel wire supplied. Strip the wires as shown below—observing 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 a
“service-type” tool, however AMP part number 48518 crimp tool is recommended. 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 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.
to instrument
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.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 13 of 45 Rev C
Date 12-12-12
12. Wiring Markings
The EDM-960 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.
13. Exhaust Gas Temperature Probe (EGT) Installation
Use the J2 connector harness 700700 or 700702 labeled E1 through E4 or E6. Remove the existing EGT gage and
Probe. Replace with JPI probe M-111 in all exhaust stacks.
CHT probe
EGT probe
Drill no. 40 pilot hole, then no. 30 hole.
2" to 4"
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 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
RADIAL 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 form the engine exhaust flange. 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. 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.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 14 of 45 Rev C
Date 12-12-12
14. 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.
14.1 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.
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.
RADIAL ENGINE (CHT) SPARK PLUG GASKET
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 Rear plugs. After many removals the probe may be annealed for re-use. Heat to
1100 o
F and quench in water.
16. Outside Air Temperature (OAT) Probe Installation
Connect the OAT probe to the
LEFT ENGINE DAU 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.
probe aircraft sheet metal shield tube used to secure probe washer washer
Install the OAT probe, PN 400510 in the airframe manufacturer’s recommended location. If this information is not available, place the OAT probe in clean airflow such as in a cabin air scoop or below the underside of the wing away from engine heat or exhaust. In this case it is recommended that the installation be done similar to the antenna installation. The outside aluminum shield tube is used to both hold the probe in place and shield it from radiated heat from the sun it can be replaced with a 5/16 nut. The OAT option is typically displayed as digital gauge and has no associated alarms.
17. Compressor Discharge Temp Probe Installation (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.”
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 15 of 45 Rev C
Date 12-12-12
18. 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.
19. 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 observing polarity. 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.
20. Oil Pressure Sensor Installation
Use the J3 connector harness 790422 labeled OIL-P
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.
21. 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.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 16 of 45 Rev C
Date 12-12-12
22. Ammeter Shunt Installation
Use the J5 connector harness 790723 labeled AMP+ and AMP-. Connect the harness leads using ring terminals to the smaller terminal screws on the side of the shunt. The information will be displayed as Amp-1 and Amp-2 on the display.
Typical charging circuit for a Cessna 310 (reference only)
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 17 of 45 Rev C
Date 12-12-12
22.1
Volt Meter reading is derived from the bus location that the EDM Display is wired to. A second voltage input is also available.
22.2
Load Meter Configuration.
The shunt must be installed in the main bus where 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 are no alarms for the load meter configuration.
23. 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 Report 503, Rev B, 03/14/97, FUEL FLOW TRANSDUCER
INSTALLATION . The EDM-960 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 an attached 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
231
Shadin equivalent PN
680501/680600
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 never use aluminum fittings on transducer. Aluminum will gaul. 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-960 fuel flow transducer receives signal from any installed 201 transducer with part numbers imprinted on to the top of the transducer. For specific engine installations see Report 503
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 18 of 45 Rev C
Date 12-12-12
24. Fuel Level Interface Installation
The EDM-960 has the capability to interface to 4 tanks in the aircraft’s fuel level system. This is done by connecting the DAU directly to the senders or in some cases to the aircraft’s fuel sender signal conditioner, for example the
Pennycap system which converts capacitance (frequency) to a voltage output, typically found in Cessna Twins. The
DAU has the capability to process signals from two types of sender signals: Resistive output, Voltage 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-960 stores this calibration internally. NOTE: The fuel quantity function will not be available until this calibration has been performed successfully.
Note: All Twin Aircraft are considered resistive even thought the sensor it self is capacitance. The Gull or
Pennycap system converts the frequency to resistive values.
24.1 Resistive Output Type Sender System
Locate the wires that run between the existing ships fuel gauges and the senders and disconnect them at the senders. 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 (PN 790802) P7 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.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 19 of 45 Rev C
Date 12-12-12
24.2 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 twins having 4 selectable tanks.
The EDM can interface to this system with the addition of the dashed interface hardware (PN 790810) 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. Note: The original ships gauge and all
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 20 of 45 Rev C
Date 12-12-12 gauge selector switches and related annunciate lights must remain in the aircraft. The gauge could be mounted behind the panel if desired.
24.3
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.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 21 of 45 Rev C
Date 12-12-12
24.3.1 Capturing the sender reading at each calibration point:
Getting Started…Collecting Fuel Level Calibration Data using the EDM as a meter.
1.
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
2
E
39.0 GAL
19.5 GAL
0.0 GAL
LEFT
1907
1154
685
Readings
2.
This screen 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. Allow this to settle, then take a reading and record it on paper adjacent to that point.
4.
Repeat this process until all points have been recorded for each tank.
Actual Screen Shot
24.3.2 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.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 22 of 45 Rev C
Date 12-12-12
2.
Tap YES when you see ‘ Do you have table data?
’.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 23 of 45 Rev C
Date 12-12-12
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.
7.
Tap TANK to select the next active tank and repeat previous step. Continue until all tanks ‘points’ have been set.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 24 of 45 Rev C
Date 12-12-12
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.
25. GPS Interface
The GPS is wired to the EDM-960 head. See ‘Section’ for wiring reference. Refer to the Manufactures GPS manual for the required pin connections on the GPS.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 25 of 45 Rev C
Date 12-12-12
26. Manifold Pressure (MAP) Sensor
26.1 Manifold Pressure Calibration
The manifold pressure should be calibrated or checked to the ambient air pressure. Enter the current ambient barometric pressure. The engine must not be running. This setting is not the same as the altimeter setting that you receive from ATIS or Unicom. It will vary with field elevation.
FAA Approved Installation Manual for the EDM-960
Primary Engine Data Management System
Report No 909
Page 26 of 45 Rev A
Date 4-27-2010
27. 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 420815-1. For the Bendix -1200 use P/N
420815-2. 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-960 system Report No 909
Primary Engine Data Management System Page 27 of 45 Rev C
Date 12-12-12
28. EDM-960 system Specifications and Limitations
The following parameters must be customized for the aircraft into which the EDM-960 system is installed.
Factory set limits or default values for EDM-960
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
TSO-C43
TSO-C43
TSO-C43
TSO-C43
TSO-47
TSO-47
TSO-47
TSO-C49
TSO-C49
TSO-C45
TSO-C45
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
TSO-47
TSO-47
TSO-47
TSO-47
TSO-C44
19. Ammeter configuration (load or charge-discharge). Load NON TSO
20. HC-120 (% of HP) NON TSO
TSO-55 21. Fuel Level Resistive/Capacitive
22. Low fuel 10 Gal
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
During start-up the EDM may reset (typical on 14 vdc systems). This is normal due to extremely low battery voltage due to starter amperage draw. 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.
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
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 28 of 45 Rev C
Date 12-12-12
29. EMI Radio Test:
Even through the EDM-960 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-960 is operating normally. 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-960 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-960 system to check if it is the source of this noise. If the EDM-
960 system is not the source of ‘unusual noise’ then mark the table with a ‘PASS’.
NAV/COM 1
(PASS/FAIL)
NAV/COM 2
(PASS/FAIL)
Comments
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 29 of 45 Rev C
Date 12-12-12
30. Component Parts List
Display EDM-930 P/N 790000-C-120
DAU EDM-950 P/N 790000-B-(xxx)
EGT probe KIT PN 12800
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 probe with option KIT 12400 PN 400409
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
2
2
2
2
2
2
2
2
2
2
2
2
8
1
-4 Cyl -6 Cyl
1 1
Twin engine
-7 Cyl
1
2 2
8
2
2
12
2
14
2
12
1
2
2
2
2
2
2
2
2
2
2
2
2
14
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
-8 Cyl -9 Cyl
1 1
2
16
2
16
1
2
18
2
18
1
2
2
2
2
2
2
2
2
2
2
2
2
2
2
2
30.1 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”
30.2 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”
30.3 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
30.4 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”
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 30 of 45 Rev C
Date 12-12-12
30.5 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 Fiberglass tube 3/8” x 5”
30.6 Component Parts list for OIL Temperature probe (KIT 12400)
1 P/N 400509 OIL probe
2 Ring Terminals
2 Screws and Nuts 6-32 X 1/4"
1 Fiberglass tube 3/8” x 5”
30.7 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
30.8 Component Parts list for Oil Pressure sensor KIT 12400
1 P/N 159936A
1 P/N 159961 Clamp, Loop Cushioned
1 P/N 174402 Connector Pack 3 Pin and Terminals
30.9 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
30.10 Component Parts list for ampere shunt
1 P/N 159920 100 amp shunt
2 Ring Terminals
30.11 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)
30.12 Component Parts list for MAP sensor KIT 14400
1 P/N 159934A Fuel pressure sensor
1 P/N 159961 Clamp, Loop Cushioned
1 P/N 174402 Connector Pack 3 Pin and Terminals
30.13 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
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 31 of 45 Rev C
Date 12-12-12
31. Weight and Balance Data
DAU PN 790000-B EDM-950
Indicator PN 790000-C-120, EDM-930 incl. 2 RADs
EGT / TIT / CDT / IAT / OAT probe
CHT / Oil Temperature probe
4/6 Cylinder Harness 8 ft.
RPM and MAP
Fuel Pressure Sender
Oil Pressure Sender
Harness each
1.8 Lbs
2.0 Lbs
2.0 oz. each / 0.125 lbs
1.5 oz. each / 0.094 lbs
14.0 oz. each / 0.88 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-960 system Report No 909
Primary Engine Data Management System Page 32 of 45 Rev C
Date 12-12-12
32. Pilot Programmable Mode
Refer to the Pilots Guide for specific Pilot Programming details. Basically 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 example 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
LF sequences through these values
Comments
PROGRAM
FUEL N
RATE 4
OAT F
OAT
0
FILL? N
0 … 9
OAT
OAT
OAT
I0
F
C
OAT-I0 …
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
HIP I25
MAP 29.9
KF 29.90
TR IP? N TR IP?
N
TR IP?
Y
HOBS VAL 2424
ENG
25
EDM
3567
FRM
END? Y END?
Y
EGT I?N
EGT ICY
70 HP
HIP= I25
MAP 20
32
Y—Yes—sets the digital display to one-degree resolution; N—No—sets 10°. (10° resolution is easier to interpret the Get’s.)
%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. See page 26
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. See page 33
Adjust the instrument’s K-factor to match the fuel flow transducer K-factor. See page 33
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
33
Displays the engine hours and airframe hours.
STEP exits the pilot programming mode.
LF reenters pilot programming mode.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 33 of 45 Rev C
Date 12-12-12
32.1.1 Programming the Horsepower 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— HIP = I25. Then hold both the STEP and LF buttons display until you see ADJUST, followed by HIP= 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.
4.
Change the HP reading on the EDM-960 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.
32.1.2 Programming the MAP
Sets the manifold pressure calibration (an sets the Carbureted fuel pressure zero points).
You may need to correct the MAP based on the altimeter setting at a sea level airport.
1.
Enter the pilot program mode by simultaneously holding the Step and LF buttons for five seconds.
2.
Tap Step/OK repeatedly until you see—for example— HP Constant=125. Then hold both the first two buttons
Step/OK and Change buttons display until you see Adjust, followed by HP Constant=125.
3.
Again, Hold both the two buttons, Step/OK and Change buttons display until you see ADJUST, followed by
MAP+0. The adjustment range for the MAP is ±3.0 in Hg. As you adjust the MAP up or down you will see a change in the MAP gage under RPM. When you see the correct setting stop.
4.
Tap the Step/OK button to proceed to the next step or hold both buttons again to exit setup.
Do this one time and only if the MAP on your manifold pressure gauge doesn't match the MAP shown on the EDM-960
You must do this on the ground with the engine turned off.
A. Absolute calibration: the table below shows the MAP for a given field elevation (down the left side of the table) and altimeter setting (along top row of the table). Find the entry in the table most closely matching your field elevation and current altimeter setting. Interpolate if necessary.
Alt setting-> field elev.
0
1000
2000
3000
4000
5000
6000
7000
29.0
29.0
28.0
27.0
26.0
25.0
24.1
23.2
22.4
29.2
29.4
29.6
29.8
29.9
30.0
30.2
30.4
30.6
30.8
31.0
29.2
29.4
29.6
29.8
29.9
30.0
30.2
30.4
30.6
30.8
31.0
28.2
28.4
28.5
28.7
28.8
28.9
29.1
29.3
29.5
29.7
29.9
27.1
27.3
27.5
27.7
27.8
27.9
28.1
28.3
28.5
28.6
28.8
26.2
26.3
26.5
26.7
26.8
26.9
27.1
27.2
27.4
27.6
27.8
25.2
25.4
25.6
25.7
25.8
25.9
26.1
26.3
26.4
26.6
26.8
24.3
24.5
24.6
24.8
24.9
25.0
25.1
25.3
25.5
25.6
25.8
23.4
23.6
23.7
23.9
24.0
24.0
24.2
24.4
24.5
24.7
24.8
22.5
22.7
22.8
23.0
23.1
23.1
23.3
23.5
23.6
23.8
23.9
Unless your airfield is close to sea level, do not set MAP to the local altimeter setting since that setting is the pressure corrected to sea level, and is not the same as your field elevation pressure.
Tap or hold the LF button to change the MAP value.
Tap the STEP button to proceed to the next item.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 34 of 45 Rev C
Date 12-12-12
32.1.3 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.
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.
32.1.3.1.1 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-960 calculation of the fuel used 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-960 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-960 system Report No 909
Primary Engine Data Management System Page 35 of 45 Rev C
Date 12-12-12
32.1.3.2 Programming the K factor
This procedure is different than for setting other parameters.
1. If you haven’t already done so, start the Pilot Program procedure; by simultaneously hold the STEP and LF buttons for five seconds. You will see the word PROGRAM, followed by FUEL N.
2. Tap STEP button to advance to the FFLW? N screen.
3. Tap LF to enter the fuel flow submenu.
4. Tap STEP repeatedly until you see KF = 29.90 (for example)
5. Hold both the STEP and LF buttons simultaneously for five seconds. The first digit flashes (shown here as a larger digit only for illustration purposes): 29.90
6. Tap or hold the LF button to change flashing digit: I 9.90
7. Tap STEP button for next digit (hold STEP for previous digit): I 9.90
8. Tap or hold the LF button to change flashing digit: I 8.90
9. Tap STEP button for next digit (hold STEP for previous digit): I8.90
10. Repeat items 9 and 10 for the remaining two digits.
11. Hold STEP and LF buttons simultaneously for five seconds to exit the K factor parameter setup.
12. Tap STEP repeatedly until you see END? Y, then Tap STEP once more to exit the factory setup mode.
33. Trouble Shooting
1.
A missing column in the display upon start up indicates the continuity check diagnostic routine has found an open line or probe with no connection. An error message will indicate which cylinder to look at.
2.
A missing column in the display during flight indicates a reading that is jumping around or incorrect. The probe is removed from the line up to prevent false alarms.
3.
A negative reading (-) in front of the number indicates reverse polarity on the red/yellow wire to probe.
4.
Using an ohmmeter or continuity checker measure across the probe output leads. A good probe should be around
2- ohms and at the connector to the probe around 20 ohms.
5.
Erroneous or erratic readings on one cylinder reading. Swap the suspected probe with a probe from a good cylinder. If the problem goes to the good cylinder the probe should be replaced. If the problem remains the same, it is in the Thermocouple hook-up wiring from the probe to the instrument or it can be in the ring terminals crimped to the wire. Remember to double back on the wire going into the ring terminal.
6.
EGT, large span. Normally aspirated (carburetor) engines at normal cruise display a “DIFF” of 125 to 175 o spread between cylinders. Injected engines at normal cruise display a “DIFF” 50 to 90 F spread between o
F cylinders. All cylinders are measured by a common circuitry. It is almost impossible not to have identical calibration on all channels.
7.
If the temperature reading is changing more than 500°F in one second it should be questioned and a loose wire crimp or probe should be suspected. A malfunctioning probe will automatically be removed from the scan.
8.
All EGT or CHT readings seem to high or low or unsteady. Use a DVM (digital voltmeter) to measure the difference between 950 ground and the engine block ground. If the difference is greater than 0.5 volts with the alternator charging. Then remove the EDM-960 ground (Black wire) from the instrument panel and connect it directly to the
ENGINE BLOCK for GROUND.
9.
OAT readings off by 25 degrees, but oil and CHT readings OK, look for copper wire spliced in line to OAT probe.
OAT reading can be fine tuned +/- 5 degrees, see reset procedure. Engine heat could also be the cause.
10. The instrument configures itself automatically for 14 or 28 volt electrical systems.
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 36 of 45 Rev C
Date 12-12-12
34. Connector Pin Assignments EDM-950, J1 through J5
Top View of EDM-950 [DAU]
Showing Connector Locations
RS232 & Power
RPM / MAP / OP
J3
FP / FQ / Amps
J5
FF
J4
Options
J1
EGT / CHT
J2
9
5
15
8
6
1
9
1
9
1
15 female connector
8
25
13
25
13
14
1
14
1
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 37 of 45 Rev C
Date 12-12-12
J1 FOR 7, 8, and 9 cylinder installations
OIL temperature sensor
Carb temperature sensor yel 9 red 10 yel 14 red 15 yel 18 red 19 yel 20 red 21 yel 22 red 23 gray 12 yel 16 red 17 yel 1 red 2 yel 3 red 4 yel 5 red 6 yel 7 red 8
+
+
+
CHT-7
CHT-8
CHT-9
OAT
EGT-7
EGT-8
EGT-9
Remote temperature/voltage alarm light
(option)
TIT 1 sensor
No connection
red 13 black 25 wht 11 wht 24
DATA IN
DATA OUT
Aircraft engine ground lead
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 38 of 45 Rev C
Date 12-12-12
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 39 of 45 Rev C
Date 12-12-12
35. J3 Oil-P, MAP, RPM PN 790422
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 40 of 45 Rev C
Date 12-12-12
J4 (FF, GPS, AMP# 2 )PN 700708
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)
White 12
NC 9
10
11
5 6
Right low fuel switch
13
White 14
Gray 15
Left low fuel switch
IN
OUT
Return FF 700900-1, (201) -2 (231)
Optional
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-960 system Report No 909
Primary Engine Data Management System Page 41 of 45 Rev C
Date 12-12-12
J5 PN 790723 (Tanks, Fuel Press, Amps)
J5
PN 790723
1 White
2 Green
12 Red
3 Blk
4 Green
5 White
6 red
7 black
Sig-1
Sig-2
+5vdc
Gnd
Main Tanks Voltage to Resistance interface box for left and right tank No 1
PN 790802 Pennycap and Gull require
PN 790803
PN 790802
MAIN
Fuel Press Sig+
Power
Ground
Blk x2
Ground at Sender
PN 159935A or 159938D
Differential port for upper deck pressure
PN 159938D
FQ (resistive senders)
Left/Right tanks
White Sig-1
White sig-2
Fuel-P i2s Fuel Pressure 0-50 PSIG
PN 159935A or
0-150 PSID PN 159938 (Differential
Pressure)
Electrical Connections are the same for both
9 white
10 Green
12 red
3 black
Sig-3
Sig-4
+5 vdc
Gnd
PN 790802
AUX Tanks
White Sig-1
White sig-2
Aux tank fuel sender
13 white Aux Pwr IN optional
Blk x2
Ground at Sender
14 White+
Signal AMP +
15 Gray-
+
AMPS-1
8 White
7 Black
FUEL TANK CONFIGURATION
Signal SINGLE
TWIN
Sig-1
Sig-2
Sig-4
Sig-3
L-MAIN
R-MAIN
L-AUX
R-AUX
L-MAIN R-MAIN
L-AUX
NC
NC
R-AUX
NC
NC
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 42 of 45 Rev C
Date 12-12-12
36. P8 Harness Display PN 790807
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 43 of 45 Rev C
Date 12-12-12
Overall Installation Wiring Diagram
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 44 of 45 Rev C
Date 12-12-12
FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 45 of 45 Rev C
Date 12-12-12
37.
Instructions for Continued Airworthiness (ICA)
There are no field adjustments and or calibration requirements for the EDM-960/950/930 instrument after initial installation. ICA is not required. Maintenance of nonfunctioning or malfunctioning components is limited to removal and replacement of JPI factory supplied new or repaired components as described in the troubleshooting section of the installation instructions.

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