J.P. Instruments EGT-701 scanner, PN-128, PN-120, PN-130, PN-126, PN-124, PN-122 probe, PN-700900 transducer,, engine Installation manual
Below you will find brief information for scanner EGT-701, probe PN-128, probe PN-120, probe PN-130, probe PN-126, probe PN-124, probe PN-122, transducer PN-700900, engine, engine. This document describes how to install the J.P. Instruments EGT-701 scanner on an aircraft, which monitors the exhaust gas temperature (EGT) of the engine. The document provides instructions on how to install the probes, sensors, and transducers, as well as wire the connectors to the instrument.
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INSTALLING THE EGT701 SCANNER ® PAGE 1 OF 22
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Huntington Beach, CA 92615 J. P. INSTRUMENTS PO Box 7033
FAA APPROVED INSTALLATION MANUAL FOR THE EGT701 #103
Applicable to EGT701 and EDM750.
THE OWNER OF THIS EGT701 MUST KEEP THIS MANUAL
1) INSTALLATION OVERVIEW
2) INITIAL BENCH CHECK
3) INSTALLING THE INSTRUMENT
4) EXHAUST GAS TEMPERATURE (EGT) PROBE
5) TURBINE INLET TEMPERATURE (TIT) PROBE
6) CYLINDER HEAD TEMPERATURE (CHT) PROBE, BAYONET
7) CYLINDER HEAD TEMPERATURE (CHT) PROBE, SPARK PLUG GASKET
8) OIL TEMPERATURE (OIL) PROBE
9) OUTSIDE AIR TEMPERATURE (OAT) PROBE
10) INDUCTION AIR TEMPERATURE (IAT), COMPRESSOR DISCHARGE (CDT) AND
CARBURETOR (CRB) PROBES
11) RADIAL ENGINES
12) FUEL FLOW OPTION MOUNTING PROCEDURE
13) WIRING THE INSTRUMENT CONNECTORS
14) ROUTING THE WIRING HARNESSES
15) EGT, CHT AND OTHER TEMPERATURE PROBE WIRING
16) FUEL FLOW TRANSDUCER WIRING
17) INITIAL CHECKOUT
18) SYSTEM DESCRIPTION
19) INSTALLATION RECORD
20) OPERATION
21) SPECIFICATIONS AND LIMITATIONS
22) ENGINE OPERATION
23) PARTS LIST FOR EGT PROBE PN128, TIT PROBE PN120, IAT PROBE PN130
24) PARTS LIST FOR CHT PROBE PN126
25) PARTS LIST FOR OIL PROBE PN124
26) PARTS LIST FOR OAT PROBE PN122
27) PARTS LIST FOR FUEL FLOW TRANSDUCER PN700900
28) PARTS LIST FOR SINGLE ENGINE EGT AND CHT
29) WEIGHT AND BALANCE DATA
30) CALIBRATING THE EGT701 FOR THE FACTORY ORIGINAL TIT PROBE
31) SETTING THE KFACTOR (FUEL FLOW OPTION)
32) SETTING THE DATA RECORDING OPTION PARAMETERS
33) SETTING THE ALARM LIMITS
34) TROUBLESHOOTING
3
3
3
4
5
5
5
5
6
17
17
19
21
16
16
16
17
14
16
16
16
16
16
7
7
7
9
11
12
12
13
13
14
14
INSTALLING THE EGT701 SCANNER ® PAGE 2 OF 22
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READ THIS FIRST
The following notes apply to a new installation. Read this section before proceeding. a) 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. b) To prevent damage to the display it is essential that the four mounting screws not penetrate the
instrument more than 0.12 inches. Damage caused by screw penetration is not covered under warranty. c) You must be an FAA certified aircraft mechanic to install this instrument. d) Check that any necessary FAA approvals (STCs, etc) are available for the aircraft before beginning the installation. e) Power up and test the instrument before installing in the instrument panel. f) The most common cause of probe problems is poor terminal crimps. Crimp ring terminals with
AMP part 45518 crimp tool or equivalent. Fold back the wire double before crimping terminals.
2 1/4"
Thermocouple wire harness red
1/4" yellow
1 1/2"
Fold back wire double before crimping terminals g) This installation will require some parts unique to your aircraft that are not supplied with the kit,
(including but not limited to tiewraps, hoses and fittings). Acquire all the necessary parts prior to beginning the installation. h) Do not use aluminum fittings with the FXT201 or FXT231 fuel flow transducer. i) Write down the Kfactor 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. j) Determine the locations of all holes before drilling to ensure that nothing interferes with the probe, clamp, clamp screw or wire. k) Provide service loops at the instrument. l) 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. m) Dress all wires away from high temperature components such as exhaust stacks. n) Never splice thermocouple wire using copper wire. Use only Ktype thermocouple wire. Solder using zinc chloride flux such as Nokorode brand – rosin flux alone won’t work. o) Observe correct polarity on all probe wires. Connect like colors together (red to red, yellow to yellow). p) The instrument must be grounded at the engine, not at the avionics ground. q) If a spark plug gasket probe is used, expect the CHT reading on that cylinder to be somewhat higher than on the cylinders with bayonet probes. At additional cost an adapter probe (bayonet or screwin) is available that permits the factory CHT probe and the JPI probe to be placed in the same bayonet location.
INSTALLING THE EGT701 SCANNER ® PAGE 3 OF 22
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1) Installation Overview
The overall installation procedure is as follows:
1. Power the instrument on the bench to verify it was received in working order.
2. Install the instrument in the instrument panel.
3. Install the probes, sensors, and transducers in the engine compartment.
4. Connect the connectors to the instrument.
5. Mount the data port connector and optional fuel flow toggle switch to the instrument panel.
6. Run the harness from the instrument in the instrument panel through the fire wall to the engine compartment. Dress the wires to the probes, sensors, and transducers.
7. Cut the excess length off the harness wires and connect to the probes, sensors, and transducers.
8. Verify system operation.
9. Set the alarm limits and other calibration constants.
2) Initial Bench Check
Connect the P1 connector to the rear of the EGT701 and connect the red wire to +12V or +24 V and the black wire to ground. Verify that the display shows DEMO followed by EDM700, and that each column is selftested in sequence.
3) Installing the Instrument
To prevent damage to the display it is essential that the four mounting screws not penetrate the instrument more than 0.12 inches. Damage caused by screw
penetration is not covered under warranty.
Installation should be in accordance with Advisor Circular AC43.131A. Identify the location for the instrument on the instrument panel that has a 2.25 inch instrument hole and 8.5 inches clearance behind the instrument panel. Check the rear clearance with the connectors attached to the instrument. A GEM upgrade may require extra clearance below the rear of the instrument.
Ø2.63
1.60 min.
0.147" dia hole
6 plcs
45° typ
0.312" dia hole
Data Port (standard)
Locate near instrument on left side
EGT
ALL
FF
0.250 dia fuel flow switch (optional) locate close to the lower right side of the instrument
1.45 min.
1.39
2.25
INSTALLING THE EGT701 SCANNER ® PAGE 4 OF 22
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Use the steel template supplied with the installation kit as a guide for drilling the two button holes in the instrument panel. Drill two 0.125 inch pilot holes. Remove the template and verify the instrument alignment.
Then drill final 0.147 inch holes. Drill a 0.312” diameter hole for the data port at least 1.60” from the vertical centerline of the instrument face. Drill a 0.250” diameter hole for the optional fuel flow select switch at least
1.45” from the vertical centerline of the instrument face. The instrument mounts in a standard 2.25 inch instrument hole.
The instrument configures itself automatically for the number of cylinders and the supply voltage (12 or 24 volt). The instrument is 7.5 inches deep, less connectors, and is 2.6 inches square.
4) Exhaust Gas Temperature (EGT) Probe
Determine the locations of all holes before drilling to ensure that nothing interferes with the probe,
clamp, clamp screw or wire. Do not mount EGT probes in slip joints. The model M111 EGT probe will fit any engine having existing holes in the exhaust stack of between 0.125” and 0.250.” If no hole exists, drill a
0.125” hole and ream to fit. It is important that each probe be mounted a uniform distance from the exhaust stack flange. A nominal distance of 2 to 4 inches from the exhaust flange is recommended. If the recommended distance is impractical due to obstructions, slip joints or bends in the exhaust system, then position the probes a uniform distance from the flange as space permits. Careful matching of probe position will provide the best temperature readings.
2" to 4" (50 to 100 mm)
CHT probe
EGT probe
Drill no. 40 pilot hole, then no. 30 hole.
(P210 use cylinder 6 probe as reference.
Place 4.5" down from flange)
Insert the probe in the exhaust stack hole such that the tip of the probe is in the center of the exhaust stream.
Tighten the stainless steel clamp and torque to 45 in/Lbs. Cut off excess strap close to the screw. The probe warranty is void if the probe is mounted in any type of a slipjoint.
Clamp
Seal W asher
Thimble note orientation of slot
Probe
Position probe in approximate center of exhaust
INSTALLING THE EGT701 SCANNER ® PAGE 5 OF 22
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5) Turbine Inlet Temperature (TIT) Probe
The standard TIT probe PN M111T 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 wastegate side of the turbine. TIT will appear as the rightmost column labeled T and the digital display will show I650 TIT
(for example) when the indexing dot is under the T. The EGT701 input is a high impedance and is compatible with the aircraft factory installed TIT probe. The EGT701 TIT cable may be connected in parallel (piggy back) at the TIT probe (preferred), or at the aircraft TIT gage. Be sure to match the red and yellow wire color codes. If your aircraft is using the factory original TIT probe and gage, you will be required to calibrate the EGT701 for that probe. Follow the procedure describe later in this manual (in section 30).
6) Cylinder Head Temperature (CHT) Probe, Bayonet
The bayonet probe 5050T has a captive 3/824 boss that is screwed into the base of the cylinder (see figure in section 4). The probe has a screwdriver slot to facilitate tightening.
NOTE: Required original equipment that has a Red Line may not be replaced by the EGT701 TIT or
CHT installation. This includes but is not limited to all aircraft with adjustable cowl flaps and on aircraft with placards on the instrument panel showing a climb air speed, for cooling, different from the best rate of climb air speed.
If a previously installed TIT, CHT or EGT is listed on the aircraft equipment list as optional equipment or not listed at all, it may be replaced by the EGT701.
7) Cylinder Head Temperature (CHT) Probe, Spark Plug Gasket
Most factory installed cylinder head temperature gages utilize a bayonet or screwin resistancetype probe that occupies a socket in one of the cylinders. This probe is not compatible with the thermocouple probes required for the EGT701.
The spark plug gasket probe, PN M113, replaces the standard copper spark plug gasket on one spark plug.
Choose the upper or lower spark plug, the one that provides the best correlation with the other temperature probes. The probe is usually placed on the plug that receives the most direct cooling air. Due to the spark plug location, the gasket probe may read 20 o
F higher or lower than the factory probe. If the discrepancy is greater, be sure the spark plug gasket probe is mounted on the top spark plug. An adapter probe is available to occupy the same socket as the factory original probe. Contact J.P. Instruments.
8) Oil temperature (OIL) Probe
The Oil Temperature Probe PN 400505C or 400505L is installed as a supplemental oil temperature indicator.
Lycoming Engines: The L part number is for all Lycoming direct drive engines and is installed in the right
(passenger side) front oil galley by removing the existing 1/8 NPT plug on the passenger side of the engine and inserting the optional JPI oil probe supplied with the kit.
INSTALLING THE EGT701 SCANNER ®
Oil Probe Location Alternate Oil Probe
Location
PAGE 6 OF 22
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front view
Lycoming Engines
Continental Engines: The C part number is for all Continental direct drive engines and is installed in the left
(pilot side) front oil galley by removing the existing 3/8 or 1/8 inch NPT plug (see figure below) located on the front, pilots side of the engine. Insert the optional JPI oil probe supplied in the kit. For 3/8 inch NPT installations, use the supplied brass adapter. An alternate location is on the top, front of the engine on the pilot’s side, where the probe is inserted vertically. There are two 1/8 NPT plugs close together. Install the probe in the position that is above and to the rear of the nearby position.
Oil temperature will be shown in the digital part of the display as, for example 230 OIL and will be displayed In the rightmost column if no TIT probe is installed. The original oil temperature gage and sensor must remain installed in the aircraft. Check for oil leaks before first flight.
Alternate Oil Probe
Location front view
Alternate Oil Probe
Location
Oil Probe Location
Continental Engines
Another location for the oil probe may be the oil cooler. Check to see if the oil cooler has an unoccupied plug, typically on the top.
9) Outside Air Temperature (OAT) Probe
Install the OAT probe, PN 400510 in the airframe manufacturer’s recommended location. If this is not possible, place the OAT probe in clean airflow such as in a cabin air scoop or on the underside of the wing away from
engine heat or exhaust. Remember, the engine is operating with temperatures in excess of 1500°F. Just a little hot air or conductivity from the engine can cause the indicated OAT to increase by 10 to 20°. It is recommended that the installation be done similar to the antenna installation instructions of AC 43.122a “Acceptable
Methods, Techniques and Practices.”
INSTALLING THE EGT701 SCANNER ®
aircraft sheet metal
PAGE 7 OF 22
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shield tube used to secure probe probe washer washer
The outside aluminum shield tube is used to both hold the probe in place, protect it from damage, and shield it from radiated heat. OAT will be shown in the digital part of the display as, for example, 75 OAT. When testing the OAT, shield the sensor from direct sunlight and engine heat, while the engine is operating.
10) Induction Air Temperature (IAT), Compressor Discharge (CDT) and
Carburetor (CRB) Probes
The Induction Air Temperature probe, (IAT), is installed just after the intercooler—OUT, and the Compressor
Discharge Temperature (CDT) just before the intercooler—IN. The IAT and CDT probes are the same as EGT probes and are installed similarly to EGT probes. A large clamp is supplied to fit around the air port leaving the intercooler. Alternately a 1/8” NPT fitting is available. IAT will be shown in the digital portion of the display as, for example I25 IAT. On non turbo engines install the carburetor probe in the threaded hole on the engine side of the butterfly valve. The carburetor temperature is displayed as, for example, 34 CRB.
11) Radial Engines
Radial engine exhausts require a larger EGT clamp (supplied) to fit the 2.5 inch exhaust pipe. The EGT probe is installed using the same technique as on 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. Cylinder head temperatures are measured with a spark plug gasket type probe placed under the front sparkplugs . Refer to the engine manufacturer’s red line and set the EGT701 red line accordingly. Front spark plugs will read 15 to
20 degrees cooler than the rear plugs. Do not route the EGT/CHT harness adjacent to or in the ignition harness.
Do not extend thermocouple wires with copper wire.
12) Fuel Flow Option Mounting Procedure
The Kfactor is engraved on the side of the transducer. Write down the Kfactor here for future reference
__________. You will need it later in this procedure.
A complete and thorough familiarization and understanding of the system is necessary before commencing the installation. All work must conform to AC 43.131A, chap 11, section 2.3.7 requirements.
The EGT701 can be connected to any previously installed digital flow measuring device such as a FloScan transducer. When wiring the EGT701 to a preexisting transducer that is also connected to another fuel flow instrument, connect only the signal (white wire) and ground (black wire). Do not connect the power lead (red
wire). If the previously installed instrument is a Aerosonic, the fuel flow connector on the EDM701 must be labeled Aerosonic. Otherwise, return the EDM701 to JPI for modification.
Before connecting any hoses to the transducer, thoroughly clean them and insure they are free of any loose material. Never pass high pressure air through or blow through the transducer; damage
may occur. 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. Mount the transducer with the
INSTALLING THE EGT701 SCANNER ® PAGE 8 OF 22
REV B three wires pointing up. Torque the fittings no more than 15 ft lb = 180 in lbs., or two full turns past hand tight.
Do not use aluminum fittings when installing the fuel flow transducer.
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
8 inches maximum from support
Aeroquip Fire Sleeve
AE102/6224 from fuel tank, throttle body or engine driven fuel pump.
The EGT701 receives signal from any installed Floscan transducer with any of these part numbers embossed on to the top of the transducer (Floscan Instruments, Seattle WA 98106) or equivalent Shadin: Floscan 201A,
Floscan 201B (equivalent to Shadin 680501/680600), Floscan 201C, or Flowscan 231 (equivalent to Shadin
680503).
Select the appropriate installation configuration from the three following fuel system categories: q For gravity feed systems without a fuel pump q For pump feed or fuel injected systems without
vapor return lines q For all fuel injected engines with vapor return lines to the fuel tank before the servo/throttle. use transducer FXT231 (yellow plastic top). Connect the transducer between the fuel tank and carburetor. use transducer FXT201 (black plastic top). Connect the transducer between the engine driven pump and servo/throttle body or carburetor. use transducer FXT201 (black plastic top). Connect the transducer between the throttle body and the fuel flow divider.
The transducer output port should be mounted lower or level with the carburetor inlet port (or fuel servo on a fuel injected engine). If this is not possible, an antisiphon loop should be put in the fuel line between the fuel flow transducer and the carburetor or fuel servo.
SIDE VIEW
Find a convenient location within 8 inches
If the transducer is higher than the carburetor or fuel servo, put a loop between the transducer and carburetor or servo of a hose support or fitting to suspend the fuel flow transducer. Mount it away from any hot exhaust pipes. The hose support or fitting may be on the input or output line of
IN
OUT carburetor or servo the fuel flow transducer. Secure the end of the transducer to any convenient point on the engine with MS21919 clamps or transducer equivalent.
Do not place an angled
elbow joint immediately prior to the input port of the fuel flow transducer. There should be six inches of straight flow immediately before the transducer input port.
For a carbureted engine: remove the fuel hose which connects the carburetor to the fuel tank. Purchase two new hoses — one to connect the carburetor to the fuel flow transducer, and the other to connect the fuel flow transducer to the fuel tank. Before connecting the fuel hose to the carburetor, verify that the boost pump delivers at least 125 percent of takeoff fuel flow at minimum fuel pressure as marked on the fuel pressure gage.
INSTALLING THE EGT701 SCANNER ® PAGE 9 OF 22
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For a pumpfed carbureted or fuel injected engine without vapor return lines: remove the fuel hose which connects the enginedriven pump and the servo/throttle body or the carburetor. Purchase two new hoses one to connect the enginedriven pump to the fuel flow transducer, and the other to connect the fuel flow transducer to the servo/throttle body or the carburetor.
For a fuel injected engine with vapor return lines before the servo/throttle: remove the fuel hose which connects the throttle body and the flow divider. Purchase two new hoses one to connect the throttle body to the fuel flow transducer, and the other to connect the fuel flow transducer to the flow divider. For Continental fuel injected engines adjust the fuel pressure to account for the pressure drop across the transducer per Continental
Service Bulletin M8910.
There must be flexible hose into and out of the fuel flow transducer. The hoses must meet TSOC53a type C or
D FAA specification. The new hoses must be the same size as the current hose in the aircraft. The fuel flow transducer must be wrapped with fire sleeving. Cut a 1 inch slit in the center of the fire sleeve and pass the transducer connector and cable through it. Seal with high temperature silicone RTV sealant.
The placard “Do not rely on fuel flow instrument to determine fuel levels in tanks” must be mounted on the aircraft instrument panel near the EGT701. If the aircraft is equipped with a primary fuel flow instrument, the following placard must be mounted on the aircraft instrument panel near the EGT701 “Refer to original fuel
flow instrumentation for primary information.”
13) Wiring the Instrument Connectors
P2 Bottom Connector (has the yellow CHT and EGT wires)
The P2 connector plugs into the bottom jack on the back of the instrument and contains the first six EGT and
CHT channels. The plug should be prewired with a harness.
P1 Top Connector (contains the red power and black ground wires and the data logging port connector)
The P1 connector plugs into the top jack on the back of the instrument and contains the option probe channels,
EGT and CHT channels 7, 8 and 9, alarm signal, data logging port and power and ground. The EGT701 automatically accommodates both 14 and 28 volt electrical systems. Connect the power lead (red) to a separate
2 amp circuit breaker or inline fuse connected to the avionics power bus. The avionics master switch will then be used to turn off the instrument during engine startup. If the panel lacks an avionics master switch it is recommended that one be installed or a circuit breaker switch be provided to turn off the EGT701 during engine startup.
The EGT701 must be grounded to the engine block, not at a ground point under the instrument panel. No connection to the aircraft dimmer system is required or permitted because the instrument dims automatically with reductions in ambient light.
Install the data port connector in the instrument panel. This is the 2.5 mm ID, 5.5 mm OD on the twisted white and black wires on J1. See Installing the Instrument section earlier in this manual.
In you are installing any temperature options such as OIL, TIT, CRB, or OAT, insert the option female pins into the P1 connector according to the table below.
INSTALLING THE EGT701 SCANNER ®
P2 Connector (bottom)
Yel Red probe
1 2 CHT1
3
5
4 CHT2
6 CHT3
7 8 CHT4
9 10 CHT5
11 12 CHT6
14 15 EGT1
16 17 EGT2
18 19 EGT3
20 21 EGT4
22 23 EGT5
24 23 EGT6
PAGE 10 OF 22
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P1 Connector (top)
Yel Red
4 or 6 cylinder 7, 8, or 9 cylinder
1 2 OIL OIL
3
5
4 IAT
6 CDT or CRB
CRB
CHT7
7
9
14
16
8
10
15 OAT
17 TIT1
CHT8
CHT9
OAT
TIT
18
20
19 TIT2
21
EGT7
EGT8
22 23 EGT9
11 (wht) Mike tip (optional)
12 (gry) Remote alarm (optional)
13 (red) + power +14/28 volts fuse 2 a
25 (blk) Ground TO ENGINE BLOCK
24 Data port RS232 (with conn.)
Fuel flow Connector (has the fuel flow transducer, RS232 in and out, and the toggle switch)
If the installation includes the fuel flow option, Install the EGTALLFF display selector switch and legend label in the panel. Connect wires to the fuel flow option connector as shown below. The fuel flow connector is the jack that is on the short wire bundle out of the rear of the instrument. Route the wires along the existing wiring bundle, lacing every foot.
+12/24 avionic bus
(alarm wire not supplied)
Alarm lamp or enunciator
(customer supplied option)
11
9
FF
COM
EGT
EGT
ALL
FF panel mounted switch
4
3
2
1
8
7
6
5
WHT
BLK
RED
1
WHT
BLK
RED
RS232 input to EDM700
Cut red lead if transducer is also connected to another fuel flow instrument
RS232 output from
EDM700
GPS output
GPS input
(some KLN series only) fuel flow option connector
GPS
OUT
IN
Fuel Flow Transducer
FloScan 201 A, B, C, or 231
The fuel flow connector is attached to the instrument by a short cable. The plug should be prewired with a harness. Fuel flow option connector pin assignments are as follows:
INSTALLING THE EGT701 SCANNER ® PAGE 11 OF 22
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Pin Signal
1 RS232 out (to GPS)
2 RS232 in (from GPS)
3
4 Fuel flow signal (wht)
5 Fuel flow ground (blk)
6 Fuel flow power (red)
Pin
signal
7 EGT/FF switch common
8 EGT/FF switch EGT
9 EGT/FF switch FF
10
11 Remote alarm (optional)
12
The EGT701 with fuel flow option may be connected to a GPS. Most GPS receivers have an output port from which the EGT701 will accept data. Some GPS receivers can accept data from the EGT701.
The remote alarm wire on the fuel flow connector, pin 11, is an open collector capable of sinking up to 150 ma.
This signal may be connected to a unique alarm light or buzzer, or it may be connected to the EGT701 25pin
D connector, P112, in a “wiredOR” to a common alarm light or buzzer. If it is not used, leave the line open and tiewrap the wire so that it does not obstruct the freedom of control travel.
14) Routing the Wiring Harnesses
The EGT701 is supplied with special Teflon insulated Chromel
Alumel factory assembled wiring harnesses configured for the correct number of cylinders and options purchased. The wire harness is marked “E1” for EGT1, “C1” for CHT1, etc. “T” for TIT, “O” for
OIL and “A” for OAT. For upgrades from the EGT100 Classic
Scanner or nonJPI bar graph instruments, where only the indicators are being exchanged, the existing harness wires must have pins crimped on (AMP PN 665049 pins) and fitted into the Dsub connector (AMP PN 2052071) with hood or connected directly using an adapter connector if the existing installation has connectors. engine block ground data port connector to power
EDM700 fire wall
Leave adequate service loops at the instrument. Bundle all the probe, sensor and transducer wires together with the ground wire and route the harness wires from the instrument 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 instrument panel probe, sensor and transducer leads to a convenient location on the engine approximately 8 to 12 inches from the probe, sensor or transducer, being sure there is sufficient slack to absorb engine torque. It is essential in routing the probe, sensor or transducer wire that this wire not be allowed to touch metal parts of the airframe or engine since abrasion will destroy the wire.
The temperature (thermocouple) probe wiring schematic is shown below:
Data port connector
To circuit breaker or inline fuse 14 to 28 volts fire wall
7.10
P1
P2
Engine block ground
TIT probe
#6
EGT
CHT
CHT
#5
EGT
OAT probe
#4
EGT
CHT
Carb probe
CHT
#3
EGT
#2
EGT
CHT
Oil probe
CHT
#1
EGT
INSTALLING THE EGT701 SCANNER ® PAGE 12 OF 22
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15) EGT, CHT and Other Temperature Probe Wiring
Before you begin, note that the most common cause of probe problems is poor terminal crimps.
When cutting each pair of leads in the wiring harness to the proper length to connect to the probes, leave enough slack in the harness so that probes from adjacent cylinders may be interchanged if necessary for troubleshooting and servicing. Thermocouple wire length is not critical and should be trimmed to any length as required for a clean installation.
The Temperature probes must be wired with the correct polarity. Each wire is marked with the cylinder number.
The EGT and CHT probes connect to the temperature indicator with yellow jacket Teflon Chromel Alumel wire supplied. Strip the wires as shown below, observing color codes.
Important: fold back the wire double before crimping terminals.
2 1/4"
Thermocouple wire harness red
1/4" yellow
1 1/2"
Fold back wire double before crimping terminals
Terminate each wire with a crimpon ring terminal, provided. The ring terminals may be crimped with a
“servicetype” 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 shrink tubing
Place a ¼ x 4 inch sleeve over each pair of wires in the harness. Connect the harness ring terminal to the probe ring terminal using the supplied number 4 screws and nuts, placing the star washer between the ring terminals, 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 tiewraps. tiewrap 3 places
The most common installation problems are poor quality terminations.
1/4 x 4" sleeve
16) Fuel Flow Transducer Wiring
Cut the fuel flow transducer leads to length at the fuel flow transducer. Provide adequate service loop. Attach the supplied 3pin connector by stripping and crimping a pin on each wire, and then inserting each pin into the plastic connector housing. Observe pin numbering and wire colors.
INSTALLING THE EGT701 SCANNER ® PAGE 13 OF 22
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CONNECTOR 3 PIN
FUEL FLOW TRANSDUCER
FUEL
FLOW
1
RED
BLK
WHT
fuel flow option connector
PIN5
PIN6
PIN4
17) Initial Checkout
Turn on the aircraft master switch and avionics master, with the engine off. The EGT701 will perform a self test wherein all segments will light up and each cylinder column will cycle vertically.
With Fuel Flow Option (skip to next subsection if fuel flow option is not installed)
The display should show FILL? N. Tap STEP. Set the instrument toggle switch to FF (Fuel flow). Tap STEP until 0 GPH is displayed. Turn on the boost pump for a few seconds and verify the display shows between
3
and 8 GPH.
Turn off the boost pump and verify the fuel flow reading returns to 00 GPH. A display of GPH indicates no fuel flow transducer signals are detected. Check the connections between the EGT701 and the fuel flow transducer.
Check the flow reading with the engine running. After running the engine, check the fuel hoses, transducer and fittings for leaks.
Set the instrument toggle switch to EGT and continue the checkout at the following step.
Without Fuel Flow Option.
Tap the STEP button and verify that the options installed are displayed in sequence. With the engine not running, verify that all the temperatures are reading ambient within one or two degrees.
If there are any problems, see the “Troubleshooting” section at the end of this manual.
18) System Description
The EGT701 temperature indicator displays temperature digitally and in analog format. The TIT as displayed can read up to 100°F higher than any EGT. This is due to mixing and reburning of unburned gases at the turbine. The TIT probe will not necessarily be in agreement with the primary TIT probe but can read higher.
Therefore the EGT701 may not indicate the same as the aircraft primary instruments. The analog display is an electronic bar graph of EGT and TIT temperatures presented as a percentage of 1650°F with default factory limits. Below the vertical columns the specific value for EGT and CHT are displayed digitally. The EGT on the left and CHT on the right. The dot over the column indicates which cylinder’s digital temperatures are currently displayed. The missing bar in the graph represents the CHT trend, showing which cylinder is hotter or cooler, which can be verified digitally. The last column will display OIL temperature if that option is installed and the
TIT option is not installed.
Holding the LF and STEP buttons simultaneously enters the program mode where the indexing dwell can be adjusted. Tap the LF button until the desired indexing dwell time is displayed. 1 through 9 seconds dwell can be selected. Exit the program mode by taping the STEP button.
INSTALLING THE EGT701 SCANNER ® PAGE 14 OF 22
REV B
If the EGT701 buttons are not activated for ten minutes the system will begin indexing automatically. Tapping the STEP button will stop the automatic indexing and subsequent taps of the STEP button will step through all available functions. During cruise, if the LF button is held for three seconds all EGT bar graphs will normalize at mid level. Each bar represents 10F° and now acts as an EGT and TIT trend monitor, showing a magnified view of temperature change. Holding LF button for three seconds returns the display to percent view. No other functions are effected.
Options of TIT, OAT, IAT (induction air), OIL, and standard BAT (voltage) and CLD (rate of change of CHT in degrees per minute) are displayed only digitally with legends following the numerical value, such as 230
OIL
. A large value of CLD indicates potential shock cooling which has a detrimental effect on the engine and is usually associated with rapid descents at low power. Those options which are not installed will not be displayed.
The fuel flow option, when connected to a previously installed flow transducer such as the Floscan Inc. transducer, displays fuel flow in gallons, liters, kilograms, or pounds per hour and tracks the quantity of fuel burned. A threeposition toggle switch located near the display can be used to select for display fuel flow parameters, temperatures, or both.
19) Installation Record
The indicator is FAA TSO approved, as a temperature indicator under TSOC43b. Record the installation of the EGT701 per STC# SA 2586NM. Make an appropriate entry in the aircraft log book. FAA form 337 may be required.
20) Operation
Airplane flight manual limitations based on primary instrument indication take precedence over those of the
EGT701. CAUTION: Comply with manufacturer's airplane/rotorcraft flight manual leaning procedure.
Do not exceed applicable engine or aircraft limitations.
21) Specifications and Limitations
FAA Approved:
Indicator STC SA2586NM
Fuel Flow Option STC SA00432SE
Environmental:
Passed TSO C43c and DO178a (software level 3)
Power:
10 to 35 volts DC, 2 amps
Operating Temperature Range:
40 to 195 ° F
Display Size:
2 ¼ in panel mount
2.6 in. sq., 7.1 in. deep
Common Mode Range:
+ 4v, rejection > 80db
Digital input channels:
1 Fuel flow (GPH)
Analog input channels:
6 Exhaust Gas Temperature (EGT)
6 Cylinder Head Temperature (CHT)
2 Turbine Inlet Temperature (TIT)
1 Oil temperature (OIL)
1 Carburetor Temperature (CRB)
1 Induction Air Temperature (IAT)
1 Compress. Discharge Temp. (CDT)
1 Outside Air Temperature (OAT)
1 System Bus Voltage (BAT) on power lead
AnalogThermocouples:
Response curve: All Linearized.
Resolution: 1.0 °F
Accuracy: + 1.0 °F
Calibration: J or K
INSTALLING THE EGT701 SCANNER ® PAGE 15 OF 22
REV B
Resolution and Display Range (Fuel Flow Option)
display
K factor range:
Fuel flow:
Fuel Remaining:
Fuel Used:
Time to Empty:
maximum display value
5,000 99,990
Accuracy (8 to 60 GPH)
140.0 GPH at K factor 85,000
410.0 GPH at K factor 29,000
820 PPH at K factor 85,000
2400 PPH at K factor 29,000
560 LPH at K factor 85,000
1640 LPH at K factor 29,000
372 KPH at K factor 85,000
1088 KPH at K factor 29,000
999.9 Gal
999 Lbs., L, or Kg
999.9 Gal.
9999 Lbs., L, or Kg
50 hours
resolution
10
>2 % (TSO C44a)
0.1 GPH
0.1 GPH
1 PPH
1 PPH
1 LPH
1 LPH
1 KPH
1 KPH
0.1 Gal
1 Lb., L, or Kg
0.1 Gal
1 Lb., L, or Kg
1 minute
Fuel flow Transducer
Range
Linearity
KFactor
Pressure drop
Working pressure
Minimum burst pressure
Temperature range
Fuel ports
Standard fuel pump (FXT201)
0.6 to 60GPH
1% (8 to 60 GPH)
Approximately 29,000
1.2 psi at 30 GPH, 4.8 psi at 60 GPH
200 psi
2000 psi
65°C to 125°C
¼ Female NPT
Output Display Functions (All Options):
EGT (Exhaust Gas Temp., K ,Max. limit 2500 o
F)
CHT (Cylinder Head Temp., J/K Max. limit 600 o
F)
TIT (Turbine Inlet Temperature, K, Max. limit 2500 o
F)
OIL (Oil temperature, K, Max. limit 600 o
F)
OAT (Outside Air Temp., K, Limit 40 to 300 o
IAT (Induction Air Temp., K, Max. Limit 600 o
F)
F.)
CLD (Rate of change of CHT)
DIF (Maximum EGT differential)
LFM (Lean Find Mode, detects first EGT peak)
BAT (Voltage, 0 to 40 volts.) Not FAA Approved under TSOC43b
All alarm limits are adjustable by a qualified mechanic.
Gravity (FXT231)
3 to 90 GPH
1% (8 to 60 GPH)
Approximately 19,500
0.31 psi at 30 GPH, 2.8 psi at 90 GPH
200 psi
2000 psi
65°C to 125°C
¼ Female NPT
Factory Default Alarm Limits
1650 o
F
450 o
1650
F o
F
(Hi/Lo) 230/90 o
F
60 o
500 o
/minute
F
15.5/11.0 or
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.
An alarm causes the digital function to flash when the particular limit is exceeded. Factory set default alarm limits for CHT (450 o
F) and OIL (230 o
F) are lower than the actual aircraft limits. The values may be adjusted to suit individual preference by pressing the reset button. Other factory set alarm limits are: “BAT” Voltage
15.5/11.0 or 31.0/22.0 Hi/Lo as appropriate; “DIF” (differential Hi/Lo EGT) 500 o
F; “TIT” 1650 o
F Hi; “OIL”
Lo 90 o
F; “CLD” (Rate of change of cylinder head temperature in degrees per minute) 60 degrees/minute. Fuel flow warnings: Low Fuel Remaining or Low Time to Empty.
The pilot should be aware of the setting of each alarm for his particular aircraft. An alarm is disarmed for the remainder of the flight by holding the step button in for 5 seconds and observing the word OFF. Only that particular alarm is disarmed. Disarmed alarms are not armed again until the power has been removed and reapplied to the EGT701. The entire display dims automatically depending on the ambient lighting.
INSTALLING THE EGT701 SCANNER ® PAGE 16 OF 22
REV B
22) Engine Operation
Operate and lean the engine in accordance with the manufacturers' recommendations for different power settings. Lycoming recommends running peak EGT only at 75% power or less. Continental recommends running peak EGT at 65% power or less.
23) Parts List for EGT Probe PN128, TIT Probe PN120, IAT Probe PN130
1 Thermocouple probe PN M111
1 Stainless Steel Clamp Thimble
1 Stainless Steel Exhaust Seal Washer
1 Stainless Steel Screw Type Clamp
2 Ring Terminals
2 Screws and nuts 632 X 1/4
1 Fiberglass tube 1/2” X 4”
24) Parts List for CHT Probe PN126
1 Bayonet Probe Spring loaded PN5050
1 Gasket thermocouple probe PN M113
2 Ring Terminals
2 Screws and Nuts 632 X 1/4”
1 Fiberglass tube 1/2” X 4”
25) Parts List for OIL Probe PN124
1 PN 400505 C or L, OIL probe
2 Ring Terminals
26) Parts List for OAT Probe PN122
1 PN 400509, OAT probe
2 Ring Terminals
2 Screws and Nuts 632 X 1/4”
1 Fiberglass tube 1/2” X 4”
2 Screws and Nuts 632 X1/4”
1 Fiberglass tube 1/2” X 4”
27) Parts List for Fuel flow Transducer PN700900
1 Fuel flow Transducer PN FXT201 or 231
3 AMP Female Terminals
3 AMP Female Terminals
1 AMP Female Connector housing
1 Fire Sleeve
1 AMP Female Connector housing
28) Parts List for Single Engine EGT and CHT
Part
Temperature Indicator EGT701
EGT probe kit PN 128
CHT probe kit PN 126
CHT Gasket probe kit PN 126
Oil probe with option O kit PN 124
TIT probe with option T kit PN 120
OAT probe with option A kit PN 122
IAT probe with option I kit PN 130
4C 6C 7C 8C
9C
1 1 1 1 1
4
3
1
6
5
1
7
7
8
7
1
9
9
1 1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
29) Weight and Balance Data
Weights below do not include customer supplied fittings, hoses, and other hardware.
TSO C43b, Temperature Indicator EGT701
Fuel flow option
EGT probe M111, CRB, IAT, TIT, OAT
CHT probe 5050
Fuel flow option transducer
Wire Harness PN 7007008, 8 ft.
14.5 oz. / 0.9 lbs.
Add 2.0 oz. / 0.125 lbs. to instrument
2.0 oz. each / 0.125 lbs. each
1.5 oz. each / 0.094 lb. each
3.0 oz. / 0.186 lbs.
14.0 oz. each / 0.88 lbs.
INSTALLING THE EGT701 SCANNER ®
REV B
30) Calibrating the EGT701 for the Factory Original TIT probe
If the aircraft is using the factory original TIT probe and gage, you will be required to calibrate the EGT701 for that probe. The factory original TIT probe must be a type K and the leads must be wired redtored and yellowto yellow. Both the EGT701 and factory original gage may be used concurrently. Due to the high input impedance of the EGT701 instrument, it will not affect the accuracy of the factory installed probe or gage.
In normal cruise flight, record the difference between the factory installed TIT gage and the EGT701 TIT reading. TIT gage ________ EDM ________.
Turn on the EGT701 and after selftest, press STEP until the instrument is cycling normally. Start the Pilot
Programming Procedure, by simultaneously holding the STEP and LF buttons for five seconds.
STEP sequences to the next item
PROGRAM
Tap the LF button to sequence through these values
RATE 4 RATE 4
ORIG
TIT
ORIG TN
ORIG TY
Û
CAL
TIT
TIT
+ 0 Þ TIT
5 Þ
TIT I0
Þ
... TIT
975
Þ TIT + 975
Þ970Þ…
PAGE 17 OF 22
Comments
Stays on for two seconds. hold both STEP and LF for five seconds to begin the next sequence.
Y Yes selects factory original TIT probe and proceeds to the next step. tap LF to lower the correction; hold :LF to raise the correction.
For example, if the EGT701 reads 100 less than the aircraft’s TIT gage, set the display to read
TIT
+ I00.
STEP exits the procedure.
31) Setting the Kfactor (Fuel Flow Option)
You must set the K factor before using the EGT701 with fuel flow. Note the Kfactor that was engraved on the fuel flow transducer.
1. Turn on the EGT701 and after selftest, press STEP until the instrument is cycling normally.
2. Place the select toggle switch in the FF position.
3. Start the Pilot Programming Procedure by simultaneously holding the STEP and LF buttons for five seconds. You will see the word PROGRAM for two seconds.
4. Tap the STEP button repeatedly until you see KFSET.
5.
Hold STEP and LF for five seconds. First digit blinks: 29.00
6.
Tap or Hold LF to change flashing digit (for example): I9.00
7.
Tap STEP for next digit: I9.00
8.
Tap or Hold LF to change flashing digit: I8.00
9.
Tap STEP for next digit: I8.00
10. Repeat steps 7 and 8 for the remaining two digits.
11. Verify the Kfactor that was engraved on the fuel flow transducer is now displayed.
12. Hold STEP and LF for five seconds to exit.
13. Tap STEP
32) Setting the Data Recording Option Parameters
(Data Recording Option only)
INSTALLING THE EGT701 SCANNER ® PAGE 18 OF 22
REV B
If you haven’t already done so, start the pilot programming procedure, simultaneously hold the STEP and LF buttons for five seconds. You will see the word PROGRAM for two seconds. To change the date, time and user id for the Data Recording Option, tap the STEP button until the display shows DUMP? N. Next, simultaneously hold the STEP and LF buttons for five seconds. Then set the date and time as show below
INSTALLING THE EGT701 SCANNER ® PAGE 19 OF 22
REV B
Tap STEP to
next item
MNTH
LF sequences
through these values
I
Þ
I2
DAY
I
Þ
3I
YEAR
80
Þ 79
HOUR
OO
Þ
23
MIN
OO
Þ
59
USER ID N I2345
Comments
Month
Day
1980 through 2079
24 hour time. We suggest you set Zulu time.
Tapping the step will also zero the seconds (not shown)
Hold both STEP and LF buttons simultaneously until the first character flashes.
Use LF to select the first character. STEP moves to the next character.
Hold both STEP and LF to exit.
33) Setting the Alarm Limits
Turn on the EGT701 and after selftest, press STEP until the instrument is cycling normally.
To start the Alarm Limit Procedure, with the EGT701 powered up, do the following:
Hold both
Tap STEP
Hold both buttons for 5 button until buttons for 5 seconds until the word
PROGRAM
the words seconds until
END Y
the words
FAC LIM
Tap the STEP button to advance to the next item in the list. Tap the LF button to select alternate values of that item. Hold the LF button to rapidly back up. Prompts listed in the first column are displayed for only two
seconds.
Changing the Alarm Limits:
STEP to next item
FAC
LIM
LF sequences through these values
FAC? N
Û FAC? Y
REV
X.XX
TYPE K TYPE KÛ TYPE J
Hold STEP and LF for five seconds to toggle
EGTCHT ENG F Û ENG C
BATTERY I0.0 H BAT Þ 35.0 H BAT
8.5 L BAT
Þ 30.0 L BAT
EGT
DIF
30 DIF
Þ 990 DIF
CHT HI 90 H CHT Þ 500 H CHT
COOL
5 CLD
Þ 200 CLD
Factory Limits.
Restore factory defaults
Firmware rev. number.
Description
Type K or Type J CHT probes. USE THIS WITH CAUTION.*
Select F or C degrees for all engine temps.
Battery high voltage limit, set in 0.5 volt increments.
Battery low voltage limit.
EGT difference limit, set in 10° increments.
CHT high limit, set in 5° increments.
Cooling limit, set in 5°/min. increments.
INSTALLING THE EGT701 SCANNER ® PAGE 20 OF 22
REV B
CHT
TIT HI
650 TIT
Þ 2000 TIT
Both EGT and TIT hi limits are the same.
OIL
TEMP
40 H OIL
Þ 500 H OIL
Oil temperature high limit, set in 5° increments.
I0 L OIL
Þ 250 L OIL
Oil temperature low limit set in 5° increments
FUEL
FLW
FUEL GAL
ÞFUEL KGSÞFUEL
LTR
ÞFUEL LBSÞ
MAIN TK MAIN=50
AUX TNK AUX? NÛAUX? Y
Selects the units in all parameters where fuel quantity or fuel rate is displayed
Main tank capacity, in units selected
Y Yes aircraft has auxiliary tanks
AUX
=0
Auxiliary tank capacity
LO TIME MIN =45
LO FUEL REM =I0
Alarm limit in minutes for low time in tanks
Alarm limit for low fuel quantity in tanks, in units selected
CARB? N
ÛCARB? Y
Y Yes: carbureted engine
RECRD?
RECRD? Y
ÛRECRD? N
Data Recording Option Yonly data recording. N – only realtime data output.
Y Yes to exit; N No to review list again
END Y
Û END N
*CHT will read incorrectly if the wrong probe type is selected. Type K probes generally have red and yellow wires; type J probes have black and white wires.
Fuel Flow Units (Fuel Flow Option)
Selects the units in all parameters where fuel quantity or fuel rate is displayed. If you change this parameter, it does not change the numerical value of the fuel tank capacity. You must do this manually. For example if you change from Gal. to Lbs., the tank capacity will be interpreted as 50 Lbs. rather than 50 gallons; the EGT701 will not convert 50 Gal to equivalent pounds.
Main Tank Capacity (Fuel Flow Option)
Enter the total capacity of the main tanks in the fuel flow units selected. If you have tank tabs (but no auxiliary tanks) and sometimes fill only to the tabs, set the main tank capacity to the capacity up to the tabs.
Auxiliary Tanks (Fuel Flow Option)
If you do not have auxiliary tanks or tank tabs, answer “No.” If you answer yes, you will be asked to input the capacity of the auxiliary tanks in the fuel flow units selected. If you have tank tabs and sometimes fill only to the tabs, set the auxiliary tank capacity to the difference between full tank capacity and tab capacity.
Low Time Alarm Limit (Fuel Flow Option)
Select the value of the time remaining, in minutes, that triggers the alarm. Time remaining is calculated at the current fuel flow rate.
Low Fuel Alarm Limit (Fuel Flow Option)
Select the value of the fuel remaining, in the selected fuel flow units, that triggers the alarm. Fuel remaining is calculated at the current fuel flow rate.
Carburetor? (Fuel Flow Option)
Different response filters are used depending on whether your engine is carbureted or fuel injected. The filter for a carbureted engine has a slower response time to reduce sudden fluctuations in readings.
INSTALLING THE EGT701 SCANNER ® PAGE 21 OF 22
REV B
34) Troubleshooting
a) A missing column in the display on start up indicates that the diagnostic routine has found an open wire or probe with a poor connection. The error message will indicate which channel to examine. b) A missing column in the display during flight indicates a widely varying or erroneous temperature value.
The probe is deleted from the indexing to prevent false alarms. c) Start up OPEN PRB message. If one of the temperature probe circuits is open, the display indicates OPEN
PRB
followed by one of these messages: EGT 1, EGT 2, EGT 3, EGT 4, EGT 5, EGT 6, EGT
7, EGT 8, EGT 9, CHT 1, CHT 2 , CHT 3, CHT 4, CHT 5, CHT 6, CHT 7, CHT
8, CHT 9, OIL, IND, OAT, TIT.
Check the connector at the instrument and verify that a female pin is not recessed in the connector. Check the crimps where the probe is connected to the wiring harness. d) Displays all six columns in demo mode. Probes are not connected. Plug probe harness onto the rear of the instrument. e) A negative reading ( in front of the number) indicates reverse polarity on the red and yellow thermocouple wire to probe. f) Ohmmeter check. Remove the connector from the rear of the instrument and measure the resistance of the probe lead pairs. The reading should be about 10 ohms. At the connections between the probe and the wiring harness in the engine compartment, the resistance should read about 2 ohms. g) All readings varying rapidly. Verify that the Instrument is grounded at the engine block for single engine installations. If an adapter probe is being used insure that it is screwed in tightly. Remove the factory original probe that is in the adapter and note if problem is resolved. If so an ohmic ground exists between the engine and the adapter probe. h) One CHT reads higher or lower than the others. It is most likely that this is the cylinder that has the spark plug gasket probe installed. Choose the upper or lower spark plug, the one that provides the best correlation with the other temperature probes. Due to the spark plug location, the gasket probe may read higher or lower than the factory probe. Place the probe on the plug that receives the most direct cooling air i) One cylinder seems to read erroneously. Physically swap the suspected probe with a probe from a correctly reading cylinder. If the problem moves to the correctly reading cylinder (stays in the same column on the instrument) check the crimps between the probe and the wiring harness. Check the pins on the connector that plugs into the instrument. If those check okay, then the probe should be replaced. If the problem moves to the other probe’s column on the instrument, the temperature readings are correct and there is probably a problem with the original cylinder. j) Large EGT span. Normally aspirated (carburetor) engines at normal cruise display a “DIF” of 125 to 175 o
F spread between cylinders. Injected engines at normal cruise display a “DIF” 50 to 90 o
F spread between cylinders. All cylinders are measured by common circuitry. It is unlikely that the calibration is in error on only one channel. k) Temperature reading varies more than 500°F in one second. Check for a poor quality crimp between the probe and harness. l) All EGT or CHT readings seem too high or low or unsteady. Verify that the Instrument is grounded at the engine block for single engine installations. Use a DVM (digital voltmeter) to measure the difference between instrument ground and the engine block ground. If the difference is greater than 0.5 volts with the alternator charging, the ground to the instrument is faulty. m) All EGT and CHT readings seem too low. The instrument may be set to display engine temperatures in
Celsius when you are used to seeing Fahrenheit. See Pilot’s Guide under Pilot Programming.
INSTALLING THE EGT701 SCANNER ® PAGE 22 OF 22
REV B n) OAT readings in error more than 10°, but oil and CHT readings are okay. Look for copper wire spliced in line to the OAT probe. The OAT reading can be adjusted ±10°. See Pilot’s Guide under Pilot
Programming. o) Gem conversion, all CHTs read high EGT701 not calibrated for Gem installation “J” calibration. Change to “K” calibration using the procedure to set alarm limits described earlier.

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Key features
- Monitors EGT and CHT
- Displays temperatures digitally and in analog format
- Provides fuel flow option
- Offers alarm functionality
- Allows for data recording
- Includes troubleshooting guide
- FAA approved for aircraft installation