Electronics International Inc SR-8A User manual

OI 020481 and II 012881
Electronics International Inc. ®
Smart Engine Analyzer
(SR-8A)
Operating and Installation Instructions
S0210921
1/28/88
Rev. C: 2/2/93 *
63296 Powell Butte Highway  Bend OR 97701  (541) 31 -6060
You must read this manual before installing or operating the instrument.
Model:
S/N:

Important Notice
***** MUST READ *****
If you think it is not important to read this manual, you're wrong! This manual
contains important installation information that may affect the safety of your air-
craft, delay your installation or affect the operation of your instrument. You Must
read this manual prior to installing your instrument. Any de iation from these
installation instructions is the sole responsibility of the installer/pilot and may
render the STC in alid.
Read the Warranty / Agreement. There is information in the Warranty / Agreement that may alter
your decision to install this product. If you do not accept the terms of the Warranty / Agreement, do not
install this product. This product may be returned for a refund. Contact Electronics International inc. for
details.
Check that the instrument make and model marked on the side of the instrument and on the invoice are
correct before starting the installation.
It is possible for any instrument to fail thereby displaying inaccurate high, lo or jumpy readings.
Therefore, you must be able to recognize an instrument failure and you must be proficient in operating your
aircraft safely in spite of an instrument failure. If you do not have this kno ledge, contact the FAA or a
local flight instructor for training.
The ability for this product to detect a problem is directly related to the pilots interpretation and
observation skills.
The pilot must understand the operation of this product before flying the aircraft. Do not allo anyone
to operate the aircraft that does not kno the operation of this product. Keep the Operating Manual in the
aircraft at all times

Contents
Warranty ------------------------------------------------------------------------------ 2
Operating Instructions: ------------------------------------------------------------ 3
Introduction ---------------------------------------------------------------------------------- 3
Features --------------------------------------------------------------------------------------- 3
Operating T e Smart Analyzer in Your Aircraft ---------------------------------------- 6
Installation Instructions: ----------------------------------------------------------- 9
1. Important Information and Initial Check Out -------------------------------------------- 9
2. Instrument Setup ------------------------------------------------------------------------ 9.5
3. CHT Probe Installation ----------------------------------------------------------------- 10
4. EGT Probe Installation ----------------------------------------------------------------- 11
5. TIT Probe Installation ------------------------------------------------------------------ 11
6. Oil Temperature Probe Installation --------------------------------------------------- 11
7. Carb. Temp. Probe Installation -------------------------------------------------------- 12
8. OAT Probe Installation ---------------------------------------------------------------- 12
9. Mark Eac Extension Cable ----------------------------------------------------------- 12
10. Route T e Circular Connector ------------------------------------------------------- 13
11. Route Eac Extension Cable ---------------------------------------------------------- 13
12. Hook Up Connecting Wires ----------------------------------------------------------- 15
13. Instrument Installation ----------------------------------------------------------------- 15
14. System Ground Test -------------------------------------------------------------------- 15
Troubleshooting Suggestions ------------------------------------------------------ 16
Specifications and Operating Features ----------------------------------------- 18
SR-8A Wiring Diagram ------------------------------------------------------------19
SR-8A Sample Wiring Diagram For Single 6-Cylinder Engine Aircraft - 20
Appendix A - Adding a Channel to the SR-8A -------------------------------- 21
Appendix B - SR-8A Circular Connectors ------------------------------------- 22
STC Information --------------------------------------------------------------------23
1

2
Warranty
1209921
Electronics International Inc. warrants t is instrument and system components to be free from defects in
materials and workmans ip for a period of one year from t e user invoice date. Electronics Interna-
tional Inc. will repair or replace any item under t e terms of t is Warranty provided t e item is returned
to t e factory prepaid.
l. T is Warranty s all not apply to any product t at as been repaired or altered by any person ot er
t an Electronics International Inc., or t at as been subjected to misuse, accident, incorrect wiring,
negligence, improper or unprofessional assembly or improper installation by any person. This warranty
does not cover any reimbursement for any persons time for installation, removal, assembly or repair.
Electronics International retains t e rig t to determine t e reason or cause for warranty repair.
2. T is warranty does not extend to any mac ine, ve icle, boat, aircraft or any ot er device to w ic t e
Electronics International Inc. product may be connected, attac ed, interconnected or used in conjunction
wit in any way.
3. T e obligation assumed by Electronics International Inc. under t is warranty is limited to repair,
replacement or refund of t e product, at t e sole discretion of Electronics International Inc.
4. Electronics International Inc. is not responsible for s ipping c arges or damages incurred under t is
Warranty.
5. No representative is aut orized to assume any ot er liability for Electronics International Inc. in
connection wit t e sale of Electronics International Inc. products.
6. If you do not agree to and accept the terms of this warranty, you may return the product in new
condition, with receipt, within thirty (30) days for a refund.
T is Warranty is made only to t e original user. T IS WARRANTY IS IN LIEU OF ALL OT ER
WARRANTIES OR OBLIGATIONS: EXPRESS OR IMPLIED. MANUFACTURER EXPRESSLY
DISCLAIMS ALL IMPLIED WARRANTIES OF MERC ANTABILITY OR FITNESS FOR A
PARTICULAR PURPOSE. PURC ASER AGREES T AT IN NO EVENT S ALL MANUFAC-
TURER BE LIABLE FOR SPECIAL, INCIDENTAL OR CONSEQUENTIAL DAMAGES, IN-
CLUDING LOST PROFITS OR LOSS OF USE OR OT ER ECONOMIC LOSS. EXCEPT AS
EXPRESSLY PROVIDED EREIN, MANUFACTURER DISCLAIMS ALL OT ER LIABILITY
TO PURC ASER OR ANY OT ER PERSON IN CONNECTION WIT T E USE OR PERFOR-
MANCE OF MANUFACTURERS PRODUCTS, INCLUDING SPECIFICALLY LIABILITY IN
TORT.
.

SR-8
OPERATING INSTRUCTIONS
OI 020481
Rev: A 2/10/92
The Smart Analyzer is easy to operate. You can learn the basic operation of this unit in the first fe minutes of
hands-on operation. Although the Smart Analyzer is simple to operate, its capabilities are numerous. The follo -
ing section ill describe the operating features of the Smart Analyzer and some of its capabilities.
Features
1. Multi-Function Capability:
The Smart Analyzer has 8 channels. For a 6-cylinder engine, the first 6 channels should be used for EGT or
CHT engine analysis. These channels are designated as "Analyzer Channels". The Peak Locate, Hottest
Cylinder Indicator and Differential Warning features are only functional on the analyzer channels. The EGT
Overtemp and Lo temp, TIT Overtemp and Lo temp, and the CHT Overtemp features are functional on all
channels. The Smart Analyzer kno s hich channels are TIT, EGT and CHT regardless of ho it is hooked
up.
Any channel on the Smart Analyzer may be used to measure any temperature (EGT, CHT, TIT, Oil, OAT,
Carb, Induction Air, Cabin Air, Co ling Air, Water, Intercooler, etc.).
3

FeaturesOperating Instructions
A set of s itches on the back of the Smart Analyzer allo s the unit to be set up for a 4 or 6-cylinder engine,
fuel-injected or carbureted engine and to scan 6 or 8 channels (see Installation Instructions for more informa-
tion).
2. Mode Select Switch:
A) Manual Mode - With the Mode Select S itch in the center position, the Smart Analyzer ill display the
temperature on the channel designated by the green Channel Indicators.
B) Step Position - When the Mode Select S itch is pressed to the right, the Smart Analyzer ill advance to
the next channel. When this s itch is released, it ill return to the center position (Manual Mode). The
Smart Analyzer can be set up to step through 6 or 8 channels from the back panel (see Installation Instruc-
tions).
C) Scan Mode - In the Scan Mode, the Smart Analyzer ill automatically scan through the channels. When
the unit is first placed into the Scan Mode, it ill s itch to Channel One to start its scan. This is done to
establish a reference for the automatic engine analysis features.
The Smart Analyzer may be placed in the Scan Mode during runup, takeoff, climb or cruise, as long as the
engine temperatures are increasing or stable. This unique operating characteristic allo s the Smart Analyzer
to stand atch over your engine during most phases of a flight. But if the engine temperatures are decreasing
or lo (as they ould be at idle), the Smart Analyzer should be placed into the Manual Mode of operation to
eliminate any false Lo limit or Differential Condition problems it may find. Generally this only happens
hen the throttle is decreased or you are operating at lo throttle settings.
3. Hottest Cylinder Indicator:
In the Scan Mode, an arro ill appear in the display any time the Smart Analyzer is displaying the hottest
analyzer cylinder. This feature allo s you to determine if the leanest cylinder has changed. If this happens,
you may need to readjust your mixture.
4. "Temp Prob" Warning Light (Automatic Engine Analysis):
A) Manual Mode - In the Manual Mode, if the temperature on the displayed channel exceeds 1650F, the
red Temp Prob arning light over the display ill come on, indicating this is a TIT or EGT channel and it
is over its temperature limit. To eliminate false arnings, all other arning features of the Smart Analyzer
are disabled in the Manual Mode of operation.
B) Scan Mode - In the Scan Mode, all the automatic temperature arning features of the Smart Analyzer
are enabled. The scan ill stop and the Temp Prob arning light ill come on any time one of the follo -
ing problems occurs:
4

Features
5
Operating Instructions
1) Any EGT or TIT channel exceeds 1650F.
2) Any CHT channel exceeds 500F.
3) Any EGT or TIT channel drops belo 1100F.
4) As an EGT analyzer ( hen first 4-6 channels on the SR-8A are used to measure EGT's): Any time
the EGT spread bet een cylinders exceeds 95F for a fuel-injected engine (195F for a carbureted
engine). Also, a DC (Differential Condition) indicator ill appear in the display.
5) As a CHT analyzer ( hen first 4-6 channels on the SR-8A are used to measure CHT's): Any time
the CHT spread bet een cylinders exceeds 95F (may be programmed to 195F). Also, a DC
(Differential Condition) indicator ill appeart in the display.
The Smart Analyzer ill stop on the first channel on hich it finds a problem and light the Temp Prob
arning light. If the problem corrects itself, the Temp Prob arning light ill go out and the Smart
Analyzer ill continue its scan. If the problem is a Differential Condition, the Smart Analyzer ill stop on
the coldest cylinder. In this case, the problem may be the coldest cylinder or it may be the hottest cylinder.
By comparing temperatures ith adjacent cylinders the problem cylinder ill become apparent. To quickly
find the hottest cylinder of the analyzer channels, press the PEAK botton on the front panel.
5. DC Differential Condition Indicator:
In the Scan Mode, any time there is a temperature spread bet een any analyzer channel that exceeds the set
limit, the Smart Analyzer ill stop the scan, light the Temp Prob arning light and a DC ill appear in
the top left corner of the display. This DC indicator ill allo you to distinguish a differential problem
from any other type of problem.
6. Scan Rate Adjustment:
The Scan Rate may be adjusted to suit you (2 to 10 seconds per channel). Using a small, flat tip scre driver,
rotate this adjustment clock ise to increase the time the Smart Analyzer displays each channel. Be careful
not to damage this adjustment. Exert only a light force against the pot hen making an adjustment.
7. Peak Locate Button:
The Peak Locate button may be used in the Manual or Scan Mode of operation. Its purpose is to eliminate all
of the mental calculations and time ordinarily required to find the hottest cylinder of the analyzer channels.
This can be a real asset in leaning or locating a possible problem.
A) Manual Mode - To find the hottest analyzer cylinder in the Manual Mode, press the Peak
button. The Smart Analyzer ill automatically s itch to Channel One and start a fast scan (one
second per channel). It ill scan through all the channels, and on the second pass it ill stop on the
hottest analyzer channel. If during the fast scan the Temp Prob arning light flashes, the Smart

6
Operating Instructions Features
Analyzer has detected a problem but it ill not stop its scan until it reaches the hottest analyzer
channel. (Note: In order to use this feature to lean to an EGT, the first 4-6 channels of the SR-8A
should be used to measure EGT's.)
B) Scan Mode - You may also use the Peak Locate feature in the Scan Mode. Pressing the Peak
button ill start the fast scan on the current channel being displayed and it ill scan until it reaches the
hottest analyzer channel. At that time, it ill continue scanning at the normal scan rate.
8. Back Light and Channel Indicator Intensity:
The Smart Analyzer comes ith 12 and 24 volt digital display back light control lines. The digital display
should be backlit all the time. This ill allo it to easily be vie ed in dim light. The digital display is best
vie ed in high ambient light or direct sunlight.
Also provided is a Green Channel Indicator Intensity Control Line. If this line is connected to your Panel
Light Rheostat, the Green Channel Indicators intensity can be controlled for night operation. As the Panel
Light Rheostat is turned up the Green Channel Indicators ill dim. If you find the Green Channel Indicators
to be too bright during daytime operation, turn the Panel Light Rheostat up slightly to control the intensity of
the Green Channel Indicators to suit your requirements.
Operating The Smart Analyzer in Your Aircraft
1. Taxi:
During taxi the exhaust gas temperatures ill be belo the Lo er Temperature Limits (1100'F). Therefore,
to avoid a red Temp Prob light, operate the Smart Analyzer in the Manual Mode. In the Manual Operating
Mode the Lo er and Differential Limits are disabled.
2. Run Up:
During run up you may ant to look at each of your engine temperatures by stepping the Smart Analyzer
through the channels manually. If you ant the Smart Analyzer to diagnose your engine automatically, place
the Smart Analyzer in the Scan Operating Mode. A situation you may encounter by scanning during run up
is that some of the engine temperatures (such as EGTs) may not exceed their Lo er Temperature Limits
(1100'F). If this is the case, you may ant to check your engine in the manual operating mode.
3. Takeoff:
Place the Smart Analyzer in the Scan Operating Mode during takeoff. For the first fe seconds of the
takeoff roll you may get a red Temp Prob light until the exhaust gas temperatures exceed their Lo er

7
Temperature Limits. The Smart Analyzer ill automatically diagnose your engine during takeoff. A red
Temp Prob light ill alert you if the Smart Analyzer detects a problem during takeoff.
4. Climb:
Leave the Smart Analyzer in the Scan Operating Mode during the entire climb. The Smart Analyzer ill
automatically diagnose your engine during the climb. A red Temp Prob light ill alert you if the Smart
Analyzer detects a problem. One situation that may occur on non-turbo charged aircraft during a climb is a
lo EGT arning. As the aircraft climbs the air gets thinner and the engine ill run richer. When this
happens the exhaust gas temperatures ill drop and may violate the Lo er EGT Limit. Many Smart Ana-
lyzer pilots look for this arning to enable them to properly lean during the climb. If you use this method, do
not allo the exhaust gas temperatures to exceed 1300F for throttle settings above 75% po er. Refer to the
engine and aircraft operator's manual for proper leaning information for your aircraft.
5. Cruise:
In cruise you ill ant to lean your engine. A rich running engine astes fuel needlessly and tends to run on
the rough side, thereby creating vibration, hich causes deterioration of engine accessories and engine
mounts. Also, proper leaning at cruise and during descent means less spark plug fouling, longer life for the
plugs, reduced maintenance costs and a considerable fuel savings. Furthermore, good leaning techniques
result in cleaner combustion chambers ith fe er lead salt deposits on the pistons and exhaust valves. Under
certain conditions, these deposits invite preignition and higher maintenance costs. Proper leaning at cruise
during cool or cold eather aids in raising engine and oil temperatures to desirable minimums in order to
evaporate the ater and acids out of the oil. Water and acids attack the insides of an engine, causing rust and
corrosion.
To properly lean your engine using the first 4-6 channels of the SR-8A to measure EGT's, perform the
follo ing steps:
A) Rough Leaning: Set the Smart Analyzer in the Manual Operating Mode and push the Peak button
belo the EGT display. This feature only functions if you are set up to monitor all of your EGT's on the
first 4-6 channels of the SR-8A. Adjust the mixture control from the full rich position to a leaner setting
that results in a slight drop in engine RPM or to a setting near lean, as dictated by experience. The
mixture control should be left at this setting until the EGTs stabilize. It ill take about 20 seconds for
the temperatures to stabilize ithin 1`F. This lag is due to the combustion alls and piston domes
increasing in temperature and, therefore, affecting the combustion and exhaust gas temperatures. To
correctly lean an engine you must ait for the engine to thermally stabilize. Less sensitive gauges ill
not pick up these subtle changes, hich are important in leaning and diagnosing problems.
B) Precision Leaning: Again press the Peak button on the Smart Analyzer to find the hottest EGT
cylinder. This cylinder may be different than the one you started ith. This is the cylinder on hich
you should perform your precision leaning. Again, start leaning, only this time making very small
Operating The Smart Analyzer in Your AircraftOperating Instru tions

8
adjustments and ait 3 to 5 seconds bet een adjustments. As you approach peak the exhaust gas
temperature ill rise much slo er until it starts to decrease. When this happens you have reached peak
EGT. The 1`F resolution of the digital display ill be invaluable in helping you precisely detect peak
EGT.
C) Finding The Cylinder That Peaks First: For most engines step B (Precision Leaning) ill result in
a properly leaned engine. If you find this to be the case ith your engine, this step ill not be neces-
sary. But if you ant to verify you have leaned to the cylinder that peaks first and your engine is
operating properly, perform the follo ing ith the cylinder found in step B at peak EGT. Slightly
enrich the mixture and quickly step through each cylinder. Any cylinder that sho s a rising temperature
is a leaner cylinder. Check that this cylinder does not rise more than 15F before it starts decreasing in
temperature. If a cylinder rises more than 15F it may have a problem. See our Pilots Manual for
Diagnosing Engine Problems for more information.
The Smart Analyzers unique stable display allo s you to precisely lean to peak EGT or to a specific tem-
perature belo peak for most engines. Peak EGT ith a float-type carbureted engine is frequently a vague
point because of the fuel/air distribution problems in these lo er horsepo er engines. As a result, these
engines tend to operate smoother at 25F on the rich side of peak EGT. The fuel-injected engines ill
provide a more precise peak. Most engines normally operate ithin an EGT range of 1200F to 1600F at
cruise po er.
Some engine manufacturers allo leaning to peak EGT at 75% po er and belo on their direct drive nor-
mally aspirated engines. For your engine, check the engine manufacturers recommended procedures. It is
not recommended to lean for peak EGT above 75% po er settings. The richer mixture is needed to cool the
combustion temperatures and keep the anti-knock capability of the fuel high enough to prevent detonation
from occurring at the higher po er settings.
After leaning place the Smart Analyzer in the Scan Operating Mode. The Smart Analyzer ill automati-
cally and continuously diagnose your engine during the entire cruise portion of your flight. A red Temp
Prob light ill alert you if the Smart Analyzer detects a problem ith your engine.
6. Des ent:
During a long gradual descent the Smart Analyzer may be left in the Scan Operating Mode, but hen the
mixture or throttle control is changed, the engine temperatures ill drop and the Smart Analyzer ill see this
as a problem. Therefore, during this phase of the descent place the Smart Analyzer in the Manual Operating
Mode and select a CHT channel. This ill allo you to look for Shock-Cooling. Any cylinder above 300'F
and decreasing faster than 1'F in 3 seconds is Shock-Cooling.
SR-8A
Operating Instru tions Operating The Smart Analyzer in Your Aircraft

9
INSTALLATION INSTRUCTIONS
II 012881
Rev. A 2/10/92
You should have no trouble installing the Smart Analyzer in your aircraft. The instrument, probes and cables
simply plug together to make hookup easy. Probe and instrument installation is standard and straightfor ard.
Although instrument setup may be ne to some of you, it is a simple matter of setting four s itches on the back
of the unit.
Perform step #1 then only the steps that apply to your configuration:
1. Important Information and Initial Che k Out:
1. The installer and aircraft owner must read the Warranty before starting the installation There is
information in the Warranty that may alter your decision to install this instrument. If you do not accept
the terms of the Warranty, do not install this instrument
2. If you are not an FAA Certified Aircraft Mechanic familiar with the issues of installing aircraft EGT/
CHT instruments, Do Not attempt to install this instrument The installer should use current aircraft
standards and practices to install this instrument (refer to AC 43 13)
3. Check that any necessary FAA Approvals (STC's, etc ) are available for your aircraft before starting
the installation An E I dealer should have a copy of the current AML Resolve any issues you may
have before starting the installation
4. Read the entire Installation Instructions and resolve any issues you may have before starting the installa-
tion. This may eliminate any delays once the installation is started.
5. Inspect the contents of this package prior to installation Look for the follo ing items:
A) Proper instrument (SR-8A-6 for a six-cylinder engine, SR-8A-4 for a four-cylinder engine).
B) Correct length and number of extension cables (one for each probe).
C) Correct number and type of probes.
If you did not receive the proper instrument, probes, cables or hard are for your installation, contact either
the dealer you purchased the instrument from or Electronics International Inc. for assistance. In most cases
E.I. can exchange parts at no cost. Please have the purchase date, dealer name and serial number of the unit
available hen you call.
S1003911

6. Before starting the installation make sure the unit will fit in the location you intend to install it without
obstructing the operation of any controls
7. If this instrument is to replace an existing unit in the aircraft, it is the installer's responsibility to move or
replace any existing instruments or components in the aircraft.
2. Instrument Setup:
There are four small s itches on the back of the Smart Analyzer used to program this unit for your aircraft.
Set the s itches belo using a ball point pen.
9.5
Installation Instructions 1. Important Information and Initial Check Out:

a) Swt #1: Set this s itch DOWN if you ish to scan 8 channels. Set this s itch UP if you ish to
scan only 6 cylinders.
b) Swt #2: If you have a 6-cylinder engine, the first 6 channels should be used for EGT or CHT
analysis. Therefore, set this s itch DOWN. If you have a 4-cylinder engine, set this s itch UP.
c) Swt #3: Set this s itch DOWN to enable the Differential Warning feature. If you plan on using
the first 4 or 6 analyzer channels of the Smart Analyzer for measuring many different kinds of tem-
peratures, you ill ant to disable this feature (set this s itch UP).
d) Swt #4, EGT Analysis: If the first 4 or 6 channels are to be used for EGT analysis and you have a
fuel-injected engine, set this s itch DOWN. This ill set the Differential Warning limit to 95F (i.e.,
if the EGT difference bet een the hottest and coldest cylinder exceeds 95F, the arning light ill
come on). Some fuel-injected engines have normal EGT differences as high as 150'F (some IO-520's,
IO-540's and IO-470's). Each engine has its o n unique operating characteristics.
If you have a carbureted engine or a fuel-injected engine ith a normal EGT difference greater than
95'F, set this s itch UP. This ill set the Differential Warning limit to 195F. Carbureted engines do
not distribute the fuel to the cylinders as ell as most fuel-injected engines and generally have a ider
EGT spread. If you find your EGTs are al ays ithin 95F (hottest to coldest cylinder), you may
ant to set this s itch DOWN for better sensitivity.
e) Swt #4, CHT Analysis: If the first 4 or 6 channels are to be used for CHT analysis, set this s itch
DOWN. This ill set the Differential Warning limit to 95F. The temperature of a particular cylinder
is a function of the air flo ing over that cylinder, the temperature of the adjacent cylinders and the fuel
distribution to that cylinder. Note: The automatic leaning feature only orks hen the first 4-6
channels are used to monitor EGT's.
3. CHT Probe Installation:
A single CHT probe should be placed on the hottest cylinder. In a 6-cylinder engine this ould be one of the
center cylinders. On a 4-cylinder engine this ould be one of the back cylinders.
If a second CHT probe is to be installed it should be placed on one of the front unobstructed cylinders. This
ill allo you to detect shock-cooling during descents.
Most engines have a port just belo the lo er spark plug for the CHT probe. If your engine has a primary
CHT probe in one of the cylinders, do not remove it. The SR-8A is not STC'd as a primary replacement
instrument. Select another cylinder for your probe. If youre putting a CHT probe on every cylinder use our
P-102 Gasket CHT Probe for your primary cylinder.
10
Installation Instructions 2. Instrument Setup:

4. EGT Probe Installation:
A single EGT probe should be installed in the exhaust stack of the leanest cylinder. Each engine has its o n
characteristics and the leanest cylinder can be different from aircraft to aircraft. As a general rule, the leanest
cylinder is one of the back cylinders on a carbureted engine and one of the center cylinders on a fuel-injected
engine.
Before drilling any holes look at each exhaust stack and determine the best location at hich all the EGT
probes can be mounted at the same distance do n from the exhaust ports. The ideal location is 1 1/2", but
ease of installation should prevail. Drill a 13/64" diameter hole in each exhaust stack. Insert the probe and
tighten the hose clamp. As the hose clamp is heated and cooled, it ill become loose as it conforms to the
exhaust stack. After the first 10 hours of operation, each hose clamp should be retightened.
IMPORTANT NOTE: For Cessna 210s or any aircraft using a slip joint in the exhaust system, install the
EGT probes ABOVE or BELOW THE SLIP JOINT. Installing a EGT probe in the slip joint can damage the
probe.
5. TIT Probe Installation:
If you currently have a TIT gauge mounted in the aircraft it may be a primary engine instrument. If this is
the case you ill need to install a secondary TIT probe. The TIT probe should be installed on the inlet of the
Turbo-charger one to t o inches before the Turbo-charger flange. Drill a 13/64" diameter hole in the ex-
haust stack. Insert the probe and tighten the hose clamp. As the hose clamp is heated and cooled, it ill
become loose as it conforms to the exhaust stack. After the first 10 hours of operation, each hose clamp
should be retightened.
6. OIL Temperature Probe Installation:
Sometimes finding a location for a secondary oil temperature probe can be a problem. The P-120, P-100 and
P-128 are all sealed probes appropriate for measuring oil temperature. See the "Probes" section of the price
sheet for dimension information.
LYCOMING
IO 320, IO 360 and IO 540
Remove the 5/8" - 18 plug located on the rear engine accessory case above and for ard of the oil filter
adaptor or oil screen as applicable. Install E.I.s P-120 Oil Probe ith a ne oil seal and torque to
Lycomings specifications. Check for oil leaks after the first flight.
11
4. EGT Probe Installation:Installation Instructions

All Other Engines
Equipped ith a 5/8"-18 Oil Drain Plug
Remove the 5/8" - 18 oil drain plug located on the bottom of the engine. Install E.I.s P-120 Oil Probe ith a
ne oil seal and torque to specifications. Check for oil leaks after the first flight.
7. Carb Temp Probe Installation:
Remove the threaded plug located in the carburetor housing just belo the throttle valve. Install the Carbure-
tor Temperature Probe in this hole using a lock asher. Care should be taken not to over-tighten the probe
and strip the threads in the carburetor housing.
NOTE: A Carb Temp Probe should be connected to a precision channel on the Smart Analyzer. That ould
be channel 5 or 6 on a SR-8A-4 or channel 7 or 8 on a SR-8A-6. A three to four degree error can occur in
some instances if the Carburetor Probe is not connected to a precision channel.
8. OAT Probe Installation:
Mount the OAT Probe in an appropriate location on the aircraft, using the hard are supplied. The OAT
Probe is sensitive to air temperature changes. For this reason, do not mount the OAT probe in the path of the
co l or engine exiting air (i.e., on the belly of the aircraft). Other than this consideration the OAT Probe
may be mounted in an air intake vent, on the side of the co ling or any here else on the aircraft.
NOTE: An OAT probe should be connected to a precision channel on the Smart Analyzer. That ould be
channel 5 or 6 on a SR-8A-4 or channel 7 or 8 on a SR-8A-6. A three to four degree error can occur in some
instances if the OAT Probe is not connected to a precision channel.
9. Mark Ea h Extension Cable:
In the installation kit there is a pre- ired Extension Cable Harness. One end has a Circular Connector and
the other end has red Slip-on Connectors on the individual extension cables (see the Wiring Diagram at the
back of this manual). The ends of each of the extension cables in the harness has a piece of yello heat
shrink marked ith its channel number.
Mark each of the appropriate extension cables (on the yello heat shrink) ith the function for hich it is to
be used (i.e., CHT, EGT, OAT, etc.). An ink pen or marker orks ell.
12
Installation Instructions 6. OIL Temperature Probe Installation:

Note 1: Any channel ill accept any one of E.I.s probes.
Note 2: For channels requiring Precision Connectors, you ill remove the Slip-on Connectors and install the
yello Precision Connector as described later in this installation procedure.
Note 3: The ire harnesses for a t in-engine aircraft ill arrive ith the red Slip-on Connectors removed.
The connectors are left off to facilitate installation. Slip-on Connectors are supplied in the accessory kit and
ill be installed in a follo ing step.
10. Route the Cir ular Conne tors:
Do not continue ith this step unless each Extension Cable has been marked as described in step 9.
Starting from under the instrument panel, route the Circular Connector up to the instrument mounting loca-
tion (see the Wiring Diagram at the back of this manual). Place the Circular Connectors 9 inches back from
the front panel. Tie rap the harnesses in place approximately one foot back from the Circular Connector.
This ill allo the harness to be flexible and accommodate varying lengths in instrument ires.
11. Route Ea h Extension Cable:
Starting from under the instrument panel, route each Extension Cable to its appropriate probe. If ne
connectors are to be installed on the ends of the cables, you may ant to pull any excess cable length through
the fire all and cut it off at this time. Ho ever, it is recommended you leave some extra ire length under
the instrument panel for later modifications. Varying cable lengths will not affect the accuracy of this
instrument The Extension Cables and probe ires are made of type K thermocouple ire that must not be
substituted or extended ith regular copper ire. Also, it is important these ires not be kinked (i.e., do not
bend the wires on a radius less than 1 inch).
Attach the appropriate connectors to the ends of each of the Extension Cables as described belo :
Red Slip-on Connectors
A) Strip the over braid back 3 1/2". Be careful not to nick the ires.
B) Shrink a piece of 1" heat shrink over the cut portion of the over braid.
C) Split the t o ires back 3". Be careful not to nick the ires.
D) Strip each ire and double the ires over. These wires must be doubled over
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9. Mark Ea h Extension Cable:Installation Instructions

Double the ires.
Double Crimp
E) Place a male connector on the red ire and a female connector on the yello ire. Double crimp these
connectors. A good crimp is very important. Poor crimps ill cause jumpy readings and are the biggest
source of problems.
Yellow Precision Connector
A) Strip the over braid back 3 1/2". Be careful not to nick the ires. Shrink a piece of 1" heat shrink over
the cut portion of the over braid.
B) Remove the yello cap on the Precision Female Connector.
C) Strip the insulation from the ires back 1/2".
D) Connect the yello lead of the Extension Cable to the terminal marked + and the red lead to the other
terminal. The insulation on these ires should almost touch the mounting scre s. Replace the yello cap on
the Female Precision Connector. Be careful not to overtighten any scre s or t ist the ires hen installing
the connector.
Plug each probe into its associated Extension Cable. Be sure the connectors mate properly. When tie
wrapping these cables down, be sure there is no strain or pull on the cable against the probe or connec-
tors. Dress each cable up to the instrument keeping them a ay from any hot areas such as exhaust stacks,
cylinder heads, etc.
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Keep the tab straight.
Installation Instructions 11. Route Ea h Extension Cable:
Male Connector
Red Slip-on Connector
Yellow Precision Connector
Red Lead
Yello Lead

15
Tie off any excess cable under the instrument panel. Be sure these cables do not obstruct the freedom of
travel of any controls
12. Hook Up Conne ting Wires:
Connect the red ire in the Connecting Wire Harness to the 12 or 24 volt bus via a 1 amp fuse or circuit
breaker (see the Wiring Diagram at the back of this manual). Connect the black ire to ground. Connect the
hite/bro n to the 12V bus (leave it open for a 24V system). Connect the hite/red ire to the 24V bus
(connect it to ground for a 12V system). Connect the hite/orange ire to the Panel Light Rheostat.
Tie off any excess cables under the instrument panel. Be sure these cables do not obstruct the freedom of
travel of any controls
13. Instrument Installation:
Install the instrument from behind the instrument panel using 6 x 32 scre s supplied in the accessory kit.
DO NOT USE SCREWS LONGER THAN 1/2".
If this instrument is to be mounted directly under a speaker you ill need to install a magnetic shield. This
is a U shaped piece of steel sheet metal. Contact E.I. Inc. for details.
Connect all the Circular Connectors to the Smart Analyzer in the follo ing manner:
A) Push the t o mating connectors together and t ist them until they snap into position.
B) Turn the locking ring on the instrument connector clock ise (1 1/2 turns) until it locks into posi-
tion.
14. System Ground Test:
A) Turn the master s itch on and look for a near ambient temperature reading on each channel. If the
instrument does not po er-up (display a reading), check the po er and ground leads (red and black leads)
for an open, loose or poor connection.
If you suspect any channel is not receiving a signal remove the probe from the engine (leaving it connected
to the Extension Cable) and apply a temperature to it. Look for an increase in reading on the display for that
channel. Check the other channels for an increase in reading. You may have connected the probe to the
11. Route Ea h Extension Cable:Installation Instructions

rong Extension Cable. If the reading is decreasing, your may have reversed the connectors on the Exten-
sion Cable leads (the yello ire on the probe must connect to the yello ire on the Extension Cable).
B) Start the engine and check each channel for a proper reading. On the ground EGTs ill read around
900F and CHTs ill read around 200F. If you suspect any channel is not receiving a signal properly, see
step A of the Troubleshooting section of this manual.
TROUBLESHOOTING SUGGESTIONS
Because high reliability is designed into Electronics Internationals equipment, there is no reason to put up ith
poor operation. We have fe problems ith our probes, cables and units and installation is simple. Usually
fixing a problem is just a matter of inspecting the installation at a fe key points.
Strategy:
If you have more than one problem, FIX ONE PROBLEM AT A TIME Trying to fix all of them at once
can be confusing and misleading. In many cases fixing one problem first ill lead you to the solution for
fixing all of the problems. Therefore, take one problem on one channel and proceed ith the follo ing:
A. Instrument Che k Out:
If there is an identical symptom on each channel, then the instrument may have a problem. But if even one
channel of the instrument is operating properly, the instrument probably does not have a problem. A good
method to test the instrument is to remove all the Extension Cables by disconnecting the Extension Cable
Circular Connector. Then look for a reading on all channels to be near cabin temperature. The only inputs
the Smart Analyzer requires to operate properly and measure cabin temperature is po er (red lead) and
ground (black lead). Check the po er and ground leads for proper connection (pull on the ire at each
connector).
NOTE: Fe problems turn out to be the instrument.
B. Probe Che k Out:
There are t o good methods of testing a probe. Perform one or both of the follo ing:
1 A probe can be tested ith an ohmmeter. Disconnect the probe from the Extension Cable. When
testing the resistance bet een the connectors, the probe should measure a short (less than 5 ohms).
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14. System Ground Test:Installation Instructions

When measuring from one lead (either lead) of the probe to the probe sheath (metal tip), there should be
an open (10k or greater).
2 Another method of checking a probe is to plug the suspected bad probe into a channel that is orking
properly. If the problem follo s the probe, you have a defective probe.
C. Extension Cable Che k Out:
With the Extension Cable connected to the Smart Analyzer, remove the probe from the suspected bad
Extension Cable. Set the Smart Analyzer to the proper channel and look for a near cabin temperature reading
on the Smart Analyzer. A very high or lo reading indicates a short to ground in the cable. Next, connect an
ohmmeter, set to 10K range, to the open probe ends of the suspected bad Extension Cable. Set the Smart
Analyzer to the proper channel and look for a very high (+ or -) reading. A near cabin temperature reading
or no change in reading indicates an open in the cable or its connectors. Also, look for a reading on the
ohmmeter around 12K ohms. Most problems of this kind are usually one of the follo ing:
1 Poor Connections: When plugging the probe into the extension cable it is possible to get the tab on
the male connector to edge bet een the red nylon and metal receptacle in the female connector. This
connection may ork for a fe eeks or even months and then you ill start to see jumpy readings.
Disturbing the connection, ithout actually fixing it, ill get it to ork for a short time and then the
problem ill reappear. Physically check your connections at the probe for a proper mate.
2 Loose Connections: The female slip-on connector bet een the Extension cable and probe can
become loose if the connector has been used many times. This loose connection may ork for a fe
eeks or even months and then you ill start to see jumpy readings. A good connection is difficult to
pull apart. If your connector is loose it can be tightened using a pair of needle nose pliers. Check your
connectors at the probe for a good tight connection.
3 Poor Crimp: This is usually only a problem if you have removed the connectors and replaced them.
This connection may ork for a fe eeks or even months and then you ill start to see jumpy read-
ings. To check a crimp, give a sharp pull on the ire and connector. The ire should be tight in the
crimp (no movement). When putting a ne connector on a ire, double the ire over and put t o tight
crimps on the connector.
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Troubleshooting Suggestions B. Probe Che k Out: