FAA EDM-960 User manual

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 1 of 45 Rev C
Date 12-12-12
TABLE OF CONTENTS
1. Revisions ___________________________________________________________________________________ 2
2. Read This First _____________________________________________________________________________ 2
3. Instrument Marking ________________________________________________________________________ 3
4. Primary TSO Label __________________________________________________________________________ 3
5. Operation and Abbreviations _______________________________________________________________ 4
6. Alarm hierarchy ____________________________________________________________________________ 5
7. Dimming ____________________________________________________________________________________ 5
8. Locating and Installing the Indicator and Remote Alarm Display, RAD ___________________ 6
9. EDM-960 Key Card Installation _____________________________________________________________ 8
10. Power Connection _________________________________________________________________________ 12
11. Probe Wiring _______________________________________________________________________________ 12
12. Wiring Markings ___________________________________________________________________________ 13
13. Exhaust Gas Temperature Probe (EGT) Installation ______________________________________ 13
14. Turbine Inlet Temperature (TIT) Probe Installation (optional) ___________________________ 14
15. Cylinder Head Temperature (CHT) Probe Installation ____________________________________ 14
16. Outside Air Temperature (OAT) Probe Installation _______________________________________ 14
17. Compressor Discharge Temp Probe Installation (optional) ______________________________ 14
18. Carburetor Probe Installation (optional) __________________________________________________ 15
19. Oil Temperature Probe Installation _______________________________________________________ 15
20. Oil Pressure Sensor Installation __________________________________________________________ 15
21. Fuel Pressure Sensor Installation _________________________________________________________ 15
22. Ammeter Shunt Installation _______________________________________________________________ 16
23. General Fuel Flow Transducer Installation _______________________________________________ 17
24. Fuel Level Interface Installation __________________________________________________________ 18
25. GPS Interface ______________________________________________________________________________ 24
26. Manifold Pressure (MAP) Sensor __________________________________________________________ 25
27. RPM Sensor installation ___________________________________________________________________ 26
28. EDM-960 system Specifications and Limitations _________________________________________ 27
29. EMI Radio Test: ____________________________________________________________________________ 28
30. Component Parts List _____________________________________________________________________ 29
31. Weight and Balance Data _________________________________________________________________ 31
32. Pilot Programmable Mode _________________________________________________________________ 32
33. Trouble Shooting __________________________________________________________________________ 35
34. Connector Pin Assignments EDM-950, J1 through J5 ____________________________________ 36
35. J3 Oil-P, MAP, RPMJ4 (FF, GPS, AMP# 2 ) J5 PN 790719 (Tanks, Fuel Press, Amps) ____ 39
35. J4 (FF, GPS, AMP# 2 ) J5 PN 790719 (Tanks, Fuel Press, Amps) _________________________ 40
35. J5 PN 790719 (Tanks, Fuel Press, Amps) _________________________________________________ 41
36. P8 Harness Display PN 790807 ___________________________________________________________ 42
37. Instructions for Continued Airworthiness (ICA) __________________________________________ 45
The Owner of the EDM-960 must keep this manual
J.P. INSTRUMENTS PO BOX 7033 HUNTINGTON BEACH CA
Last printed 1/22/2013 11:09:00 AM

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 2 of 45 Rev C
Date 12-12-12
1. Revisions
REV Description Date Approval
BAdded Revision box, new pictures of 900 and 930, page 6. Abbreviations page 4. Revised 9-28-2011 jfp
CAdded new pictures of fuel pressure and Oil Pressure 12-12-12 jfp
2. Read This First
The following notes apply to a new installation. Read this section before proceeding.
The JPI warranty found in the back of the pilots guide clearly states that JPI will replace defective parts under
warranty, but does NOT cover labor to remove or install any parts.
The most common cause of probe problems is poor terminal crimps. Crimp ring terminals with AMP tool or
equivalent. Fold back the wire double before crimping terminals.
This installation will require some parts unique to your aircraft that are not supplied with the kit, (including but
not limited to tie-wraps, hoses and fittings). Acquire all the necessary parts prior to beginning the installation.
Do not use aluminum fittings or Teflon tape or pipe sealant with the FXT-201 or FXT-231 fuel flow transducer.
Write down the K-factor engraved on the side of the fuel flow transducer here _______. Once the transducer is
installed and covered with the fire sleeve, you will not be able to access this K factor.
Determine the locations of all holes before drilling to ensure that nothing interferes with the probe, clamp, clamp
screw or wire.
Provide service loops at the instrument so that it can be moved for maintenance or troubleshooting.
Thermocouple wire length is not critical. Trim to required length, allowing for service loops at the engine so that
probes can be swapped with probes on adjacent cylinders for troubleshooting purposes.
Dress all wires away from high temperature components such as exhaust stacks.
Never splice thermocouple wire using copper wire. Use only K-type thermocouple wire. Solder using zinc
chloride flux such as Nokorode brand – rosin flux alone won’t work.
Observe correct polarity on all probe wires. Connect like colors together (red to red, yellow to yellow).
The DAU EDM-950 must be grounded at the engine, not at the avionics ground.
Record the installation of the EDM-960 on a FAA form 337. Make an entry in the aircraft logbook.

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 3 of 45 Rev C
Date 12-12-12
3. Instrument Marking
The TSO label on the instrument is marked as to the instrument’s configuration and DO-160 and DO-178 testing.
The EDM-960 system consists of one (1) EDM-930 Display P/N 790000-C-120, two (2) EDM-950’s P/N 790000-
B-(xxx), two RADs P/N-790749, and all related wiring and connectors.
Model Number / Part Number Description
EDM-930 PN 790000-C- [120] Display only with TFT (liquid crystal) Type
EDM-950 PN 790000-B- [XXX] DAU (Data Acquisition Unit
PN 790749 RAD (Remote Alarm Display)
PRIMARY INSTRUMENTS NON-PRIMARY INSTRUMENTS
EGT FUEL
FLOW Remote Display EGT 4-9 Time to empty OAT, AMP, VOLTS, CARB, IAT
CHT FUEL
PRESS TIT OAT CARB Required to WP Shock Cooling Lean Find
OIL TEMP RPM CDT Volts
Amps Reserve at WP Differential EGT
OIL
PRESS MAP FUEL Quantity IAT MPG Percent of HP
Example PN 790000-(X)-(XXX) (X) denotes EDM-900 or EDM-930, (XXX) denotes Part Number for a specific
aircraft with or without and engine STC. Each PN is specific to a Make and Model Aircraft with or without
STC. In which the information is gathered from the Aircraft POH or STC Data sheet.
Aircraft type
w/engine STC No. if
applicable
JPI assigned Data Base Part No. per
Limits found in the POH or engine STC
for a specific aircraft
Part No. Displayed on 930
RAD at Start-up or 900
message area
Cessna 182-P 534 790000-X-534
Cessna 182-P, STC12345NW 875 790000-X-875
4. Primary TSO Label

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 4 of 45 Rev C
Date 12-12-12
5. Operation and Abbreviations
The EDM-960 is a combined electronic indicating system which simultaneously displays to the pilot powerplant and
aircraft systems operating parameters. It includes the following indicating systems; replacing all previous primary
digital and/or analog instruments: Message Area Abbreviation in parenthesis. (X)* denotes cylinder No.
5.1 Remote Alarm Display Operation
The RAD is composed of two (one per engine) red 0.2” high by 8 character displays. The RAD displays flashing
alert messages when any of the parameters reaches its preset trigger point, otherwise the RAD is dark. The RAD
also serves as an alert back-up if the main LCD display screen becomes inoperative. Some alarm examples are;
CHT over-temp: ‘HIGH-CHT’, oil over-temp: ‘OIL-TEMP’, RPM over-speed: ‘HIGH-RPM’. The RAD will extinguish
when no primary alarms exist or when the pilot acknowledges the alarm by tapping the STEP button on the EDM-
960. On initial startup or whenever power is turned on, the words ‘EDM-960 PRIMARY’ are displayed, followed by
the make and model of the aircraft for which the primary limits are set.
Gauge Function
Message Area
Alarm Abbreviation
Primary Primary
Engine rotational speed RPM xxxx
Engine Manifold Pressure MAP xx.x in hg
Engine Cylinder Head Temp CHT2 xxx oF
Engine Oil Temperature O-T xxx oF
Engine Oil Pressure O-P xxx oF
Fuel Pressure F-P xx PSI
Fuel Flow to engine F-F xx.x GPH
Comp. Discharge Temp. CDT xxx oF
Turbine inlet Temp. Left side TIT-L xxxx oF
Turbine Inlet Temp. Right side TIT-R xxxx oF
Single Turbine Inlet Temp. TIT xxxx oF
Non-Primary Non-Primary
Exhaust Gas Temp. EGT2 xxxx oF
Shock Cooling of CHT CLD xx o/MIN
Differential Temp. of EGT DIF xx oF
Bus Voltage Volts xx.x
Amperage Load AMPS xx
Outside Air Temp. OAT xx oF
Estimated Time to Empty Est. T to E xx:xx H:M
Fuel used to date USED xx.x GAL
Estimated Remaining fuel Est. REM xx GAL
Estimated Fuel required to Waypoint Est. WP REQ xx GAL
Estimated Fuel Remaining at Waypoint Est. WP RES xx GAL
Nautical Miles per Gallon ECON xx.x MPG
Brightness, Dim control DIM/BRT

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 5 of 45 Rev C
Date 12-12-12
6. Alarm hierarchy
When a measurement limit is reached, the pilot can momentarily tap the STEP button on the EDM-960 instrument
to extinguish the particular flashing alarm acronyms. If another measurement has also reached its limit, that label
will then begin to flash. The pilot should continue to monitor the affected parameters (just as he would using a
conventional analog display that had reached a limit). The bar graph functions of CHT, EGT, and TIT remain
displayed for easy reference should one of these limits be reached.
1. OILP_LO.
2. FP_LO.
3. OILT_HI.
4. CHT.
5. TIT.
6. FLVL.
7. REM.
8. FP_HI.
9. MAP.
10. DIF.
11. CLD.
12. RPM.
13. OILT_LO.
14. VOLTS.
15. OILP_HI.
16. AMPS.
17. CDT.
18. RES.
19. EGT.
20. Fuel Flow.
7. Dimming
Automatic dimming is provided to dim both the panel display and the remote alarm display, RAD. Dimming can also
be accomplished manually to change the Automatic setting. Tapping the far right button below the display
decreases brightness. Continuously holding this button increases brightness mode display.
Each EDM-950 has four mounting holes to mount to the avionics equipment rack or to the cold side of the firewall.
The data ports are then connected to the display unit via a harness terminating at the EDM-930 display with a 25
pin D-Sub connector.
Remote Alarm Display
PN 790749
DAU EDM-950 P/N 790000-B

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 6 of 45 Rev C
Date 12-12-12
8. Locating and Installing the Indicator and Remote Alarm Display, RAD
A) The diagram below should be used as a guide for cutting and drilling the mounting and buttonholes in the
instrument panel. The dimensions shown are for the final cutouts. Allow extra clearance for any panel finish such as
powder coat. The plastic button caps are removable by grasping and pulling each off. The EDM-930 mounts in a
6x4.5 cutout. Mount the indicator using the figure below as a guide. If the panel has too many holes for a clean
installation, it is recommended that an .10” aluminum overlay panel be constructed and installed over the original
instrument panel and the EDM be installed into this overlay panel.
B) The Remote Alarm Display PN-790749 mounts in a 5/8 inch hole in the panel immediately above the Attitude
Gyro / D.G. / HSI +/- 0.5 inches from their centerline directly in front of the pilot.
EDM-930/960 PANEL CUTOUT

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 7 of 45 Rev C
Date 12-12-12
Figure 2: EDM-960 Mounting Area
EDM-960 Display Installation
Choose the Proper Installation Location
The display is best located within the natural scan and easy reach of the pilot. The recommended mounting location
is defined as the distance from the vertical centerline of the Primary Flight Instruments to the outer edge of the
further most gage displayed on the EDM-930.
HORIZONTAL ORIENTATION:
The EDM-960 display may be mounted from the vertical centerline of the Primary Flight
Instrument “T” to a maximum of 21” to the further most gage of the EDM-930 display and to the left of the centerline
as much as needed. See fig 2
VERTICAL ORIENTATION:
The EDM-960 to be mounted within +/- 10” from the horizontal centerline of the Primary Flight
Instrument “T”. The installer should insure that the EDM-960 display is not obstructed by either
the glare shield or the control wheel.
The installing A&P and IA should decide that where the installation is to occur does not conflict with the viewing
angle requirements listed above.
Note: Any appliances that are installed under the original Type Certificate (TC) that require
relocation should be relocated in accordance with the guidance provided in AC.23.1311-1B,
Section 15.4 (presented below). Special care should be exercised to insure that proper pilot
visibility of displays and pilot access to controls in not interfered with, with respect to relocated
instruments and non-relocated instruments.

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 8 of 45 Rev C
Date 12-12-12
9. EDM-960 Key Card Installation
The EDM Key Card activates the primary engine instrument limits for you engine monitor. This key card contains
the primary engine POH markings data. After installation do not remove the Key Card from the instrument. The key
card is programmed with the serial number of your EDM and the make, model and year of your aircraft. Every time
you power up the EDM, the Remote Auxiliary Display (RAD) will show your aircraft make and model in the right
engine RAD. The Left RAD will display “EDM-960”
Each system is configured to a specific aircraft type. Therefore for example, a Cessna 310R would have a different
series Part number than a Cessna 310Q.
Installation
With the EDM removed from the aircraft, position it on a flat surface with the rear of the instrument facing you as
shown below. You do not have to remove any cables if you have sufficient service loop available. Follow the
appropriate instructions below.
Open the small access door on the side of the
EDM-930/960 Display using the appropriate tool.
KEY
CARD
UP
Hold the Key Card so that the UP arrow is facing
up and in insertion arrow is facing to the right.
Insert the Key Card in the guide rails until you feel it snap into place. Secure the access door.
Power up the EDM and confirm that your aircraft make and model is initially shown in the RAD upon power up.
Install the EDM back into the aircraft. Your installation of the Key Card is complete.
If your EDM should ever have to be replaced with a unit with a different serial number, the factory will reprogram
your Key Card to match the new serial number. You should always retain your fuel quantity calibration records, as
these may need to be manually re-entered in a different or serviced unit.

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 9 of 45 Rev C
Date 12-12-12
9.1 EDM-960 in aircraft with wing-mounted engines
Figure 1
Cockpit Display unit
Back of Display unit
RAD: Left/Right engine

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 10 of 45 Rev C
Date 12-12-12
9.2 EDM-960 in aircraft with centerline thrust engines
FRONT/REAR engine RAD’s must be oriented top to bottom as shown below.
FRONT
REAR
EDM-960 centerline thrust display

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 11 of 45 Rev C
Date 12-12-12
Routing the Wiring Harnesses
Five connectors are protruding from each of the two EDM-950 DAU’s, one for each engine. Connect the five wiring
harnesses to the rear of the 950 DAU mounted on the cold side of the firewall and run the cables through the
firewall into the engine compartment. Allow sufficient service loop to facilitate removal of the connectors for
servicing. These wiring harnesses are labeled as follows:
EDM-950
DAU Harness PN
P1 790200 Oil temperature, Induction temperature, Carburetor temperature, Outside air
temperature, Turbine inlet temperature, Turbine inlet temperature 2, Engine ground.
P2 700700
700702 CHT, EGT 6 cylinder 10 feet CHT, EGT 4 cylinder 10 feet
P3 790422 RPM, MAP, Oil pressure
P4 700708 Fuel flow transducers FX-201, GPS
P5 790723 Fuel pressure (VDO), amperes, Voltage, and fuel level.
RAD’s 790749 Category 5 jack and cable for EDM-960 External remote display
P6 790802 Part of fuel qty sensor interface. Connects with J6 and P5
P7 790811 FQ, interface to Fuel tank.
P8 790807 Power for DAU, GPS , Aux Light to display on cockpit display
P9/P10 174203 Connector Lft/Rt Data (field installed to P11)
P11 790808 Power DAU, Data for DAU
P12 790810 Optional—Aux Light interface cable to J12 on P8
Route the wires from the connectors through the firewall using fireproof rubber grommets and flame retarding
silicone. Use an existing hole if possible. All wires must be routed away from high temperature areas (exhaust
stacks, turbochargers, etc.). Secure probe and sensor leads to a convenient location on the engine approximately 8
to 12 inches from the probe or sensor, being sure there is sufficient slack to absorb engine torque. It is essential in
routing the probe wire that this wire not be allowed to touch metal parts of the air-frame or engine since abrasion
will destroy this high temperature wire. Secure wires along the route to the indicator. Secure wire using original
clamps, tape or tie wrap if possible.
EDM-960 Display Wiring Harness
EDM-930 Display Harness PN Description
LEFT/FRONT RAD 790749 Category 5 jack and cable for RAD Right engine
RIGHT/REAR RAD 790749 Category 5 jack and cable for RAD Left engine
P8 790807 26 pin D-Sub - GPS RS232, GND, Aux Tank Intfc.
LEFT/FRONT ENGINE
(P9) 790808 Canon Plug (Installer wired) - Power, RS232 MFD data
RIGHT/REAR ENGINE
(P10) 790808 Canon Plug (Installer wired) - Power, RS232 MFD data
CAUTION: Be sure any wiring does not obstruct the control movement under the instrument panel.
The probe wires must not be tied in with ignition, alternator or engine cabin heater ignition wires because of
potential interference with readings.
The temperature probe wiring harness is made of Chromel-Alumel alloy wires that must not be substituted or
extended with copper wire. The power and ground wire are normal copper. Temperature probe leads may be
spliced with additional Chromel-Alumel wire using copper butt splices.

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 12 of 45 Rev C
Date 12-12-12
When the installation is complete all wires should be secured using ties and carefully checked for interference,
rubbing or chafing with flight control cables or other moving parts.
10. Power Connection
The EDM-960 automatically accommodates either a 14 or a 28-volt electrical system. Master Bus power must be
individually provided, via three 5 amp circuit breakers, to the two DAU units and the EDM-960 head. See Section ‘
IMPORTANT: Insure the DAU ground wires are connected to the engine block. Any wiring extensions or additions
beyond JPI supplied wiring must be MIL-W-32759/16 or equivalent. The EDM-960 has a 8-second warm-up. No
connection to the aircraft dimmer system is required because the instrument dims automatically with reductions in
ambient light. The instrument is designed to reset at less than 10 vdc bus power, therefore the instrument may
reset on engine start (typical for 14 vdc systems). This is normal due to the starter loading down the battery output
to below 10 vdc.
11. Probe Wiring
When cutting the pair of leads to the proper length to connect to the probes, leave enough slack in the wiring so
that probe may be interchanged to an adjacent cylinder if necessary for trouble-shooting and servicing.
Thermocouple wire length is not critical and should be trimmed to any length as required for a clean installation.
The Temperature probe must be wired with the correct polarity. The temperature probe connects to its temperature
indicator with yellow jacket Teflon Chromel-Alumel wire supplied. Strip the wires as shown below—observing color-
coding.
1/4" 1 1/2"
Fold back wire
double before
crimping terminals
2 1/4"
Thermocouple wire harness
red
yellow
Terminate each wire with a crimp-on ring terminal, provided. The ring terminals may be crimped with a
“service-type” tool, however AMP part number 48518 crimp tool is recommended. Verify the quality of each crimp
with a sharp tug on the wire. The terminal should be impossible to pull off when crimped correctly.
shrink tubing
ring terminal
Place a ¼ x 4-inch sleeve over each pair of wires in the wiring. Connect the wire ring lug to the probe ring lug using
the supplied number 4 screws and nuts, placing the star washer between the ring lugs, not against the nut.
Important: place star waster between two ring
terminals and tighten nut and bolt as
necessary
to instrument
to probe
Slide the sleeve over the joint and secure with three tie-wraps.
1/4 x 4" sleeve
tie-wrap 3 places
The most common installation problems are related to poor quality terminations.

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 13 of 45 Rev C
Date 12-12-12
12. Wiring Markings
The EDM-960 is supplied with special Teflon insulated Chromel Alumel factory assembled wiring harness
configured for the correct number of cylinders. The wire harness is marked E1= EGT-1, C1= CHT-1, etc.
NOTE: Unlike most other EGT & CHT installations the probe wire length is not critical and should be trimmed to any
length as required for a clean installation. Do not extend the thermocouple wire with copper wire.
13. Exhaust Gas Temperature Probe (EGT) Installation
Use the J2 connector harness 700700 or 700702 labeled E1 through E4 or E6. Remove the existing EGT gage and
Probe. Replace with JPI probe M-111 in all exhaust stacks.
The Model M-111 Probe will fit any engines where
the existing holes in the exhaust stack are 1/8" to
1/4" in diameter. If no hole exists, it will require the
drilling of a 1/8" diameter hole and ream to fit. It is
important that each probe be mounted the same
distance from its exhaust stack flange. A nominal
distance of 2 to 4 inches from the exhaust flange is
recommended. If the recommended distance is
impractical because of obstructions, slip joints or
bends in the exhaust system then position the
probes a uniform distance from the flange as space
permits. Do not mount probes in slip joints. Be
certain to locate all holes BEFORE drilling to
ensure that nothing interferes with the probe,
clamp, screw or wire. Careful matching of probe
position will provide best temperature readings.
Insert the probe in the exhaust or previously drilled hole so that the tip of the probe is in the center of the exhaust
stream. Tighten the stainless steel clamp to a torque of 45 in/Lbs. Cut off the excess strap close to the screw.
Position probe
in approximate
center of
exhaust
Probe
Clamp
Thimble
note orientation of
slot
Seal Washer
RADIAL ENGINE EGT
Radial engine exhaust, require a larger EGT clamp (supplied) to fit the 2.5 inch exhaust pipe. The EGT probe is
installed in the same fashion as a Lycoming or Continental engine and should be placed between the exhaust pipe
flange and the accumulator at a distance of 2 to 3 inches form the engine exhaust flange. Cylinder head
temperatures are measured with a spark plug gasket type probe placed under the front sparkplugs. Front spark
plugs will read 15 to 20 degrees cooler than the rear plugs. Refer to the engine manufactures recommended
location. Do not route the EGT/CHT harness in with the ignition harness. Do not extend the yellow thermocouple
leads with copper wire.
2" to 4"
EGT probe
Drill no. 40
pilot hole,
then no. 30
hole.
CHT probe
exhaust stack

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 14 of 45 Rev C
Date 12-12-12
14. Turbine Inlet Temperature (TIT) Probe Installation (optional)
Use the J1 connector harness 790200 and insert the yellow wire into the connector pin 16 and the red wire into pin
17. The standard TIT probe PN M111-T with a #48 clamp is placed in the exhaust stack accumulator to a maximum
depth of 1/2 inch and approximately 4 inches from the turbine inlet if possible, on the waste-gate side of the turbine.
14.1 Using the Factory original TIT Probe
The factory installed TIT probe (K-calibration) is compatible with the JPI EDM-960 System. Connect the JPI wire
marked TIT. Replacement probes should be purchased per part number from the aircraft manufacturer.
The EDM-960 permits you to remove the factory installed TIT indicator and leave the TIT probe installed. Connect
the JPI wire marked TIT directly to the probe noting color polarity. The TIT probe should now have only the JPI
leads attached to it. No calibration of the EDM-960 is necessary.
15. Cylinder Head Temperature (CHT) Probe Installation
Use the J2 connector harness 700700 or 700702 labeled C1 through C4 or C6. The JPI probe is a bayonet probe
P/N 5050-T that has a captive 3/8-24 boss that is screwed into the head of each cylinder.
For Indicator replacement, replace your existing CHT probe and adapter, a bayonet or screw in type with one
supplied by JPI. Install the probe on the same cylinder from which you removed the original equipment probe. Your
current CHT probe is installed in the hottest cylinder as determined by the airframe manufacturer.
RADIAL ENGINE (CHT) SPARK PLUG GASKET
The spark plug gasket probe, P/N M-113, replaces the standard copper spark plug gasket on one spark plug. The
probe is usually placed on the Rear plugs. After many removals the probe may be annealed for re-use. Heat to
1100 oF and quench in water.
16. Outside Air Temperature (OAT) Probe Installation
Connect the OAT probe to the
LEFT ENGINE DAU J1 connector
harness 790200 labeled OAT. All
wiring must be type K
thermocouple wire. Do not splice
ordinary copper wire in any
temperature probe circuits.
Install the OAT probe, PN 400510
in the airframe manufacturer’s recommended location. If this information is not available, place the OAT probe in
clean airflow such as in a cabin air scoop or below the underside of the wing away from engine heat or exhaust. In
this case it is recommended that the installation be done similar to the antenna installation. The outside aluminum
shield tube is used to both hold the probe in place and shield it from radiated heat from the sun it can be replaced
with a 5/16 nut. The OAT option is typically displayed as digital gauge and has no associated alarms.
17. Compressor Discharge Temp Probe Installation (optional)
Use the J1 connector harness 790200 and insert the yellow wire into the connector pin 3 and the red wire into pin
4. All wiring must be type K thermocouple wire. The Induction Air Temperature probe, (IAT), is installed just after
the inter-cooler and the Compressor Discharge Temperature (CDT) just before the inter-cooler. The probe is the
same as an EGT probe and installed similarly to an EGT probe. A large clamp is supplied to fit around the air duct
leaving the inter-cooler. Alternately a 1/8 NPT fitting is available. IAT option is displayed as an independent digital
temperature like "125 IAT". On non-turbo engines the IAT in reality is the Carburetor temperature and displayed as
“34 CRB.”
washer
aircraft sheet metal
washer
probe
shield tube
used to secure
probe

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 15 of 45 Rev C
Date 12-12-12
18. Carburetor Probe Installation (optional)
Use the J1 connector harness 790200 and insert the yellow wire into the connector pin 5 and the red wire into pin
6. All wiring must be type K thermocouple wire. Do not splice ordinary copper wire in any temperature probe
circuits. Locate the access hole (1/4-24 thread) in the carburetor near the butterfly valve. Remove the screw plug
now in that hole and screw the CRB probe into the carburetor throat. No drilling or machining of the carburetor is
necessary.
19. Oil Temperature Probe Installation
The sensor port is a standard 5/8-18 thread for both the Continental and Lycoming engines. Probe PN 400509 is a
complete assembly using type K thermocouple wire (red/yellow). Connect the wire marked oil temperature
observing polarity. Wire length has no effect on the readings. Oil temperature will be displayed as an independent
temperature digital and bar-graph. Check with engine manufactures proper location for oil temperature. Check for
oil leaks before first flight.
20. Oil Pressure Sensor Installation
Use the J3 connector harness 790422 labeled OIL-P
Oil pressure sensor mount using an aluminum clamp MS21919. Mount to firewall.
Mount the pressure sensor to the pressure line using a flexible hose and fittings (not supplied) as depicted in the
drawing below. Use aluminum clamp to mount the pressure sensor to firewall. Do not mount the sensor directly to
the engine
Connect the other end of the hose to the engine manufacturer’s recommended location for engine oil pressure.
21. Fuel Pressure Sensor Installation
Use the J5 connector harness 790723.
Mount the pressure sensor to the pressure line using a flexible hose and fittings (not supplied) as depicted in the
drawing below. Use Aluminum Clamps MS21919WDG25, or WDG14 to mount the pressure sensor to engine
mount structure or firewall. Do not mount the sensor’s directly to the engine. Connect the other end of the hose to
the existing pressure line. Later, you will connect the pressure sensor to the three pressure sensor wires through
the supplied 3-pin connector. Part No. 159935A is for non-turbo engines and PN 159938 had a second port used
to measure the upper deck pressure on turbo charged engines.

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 16 of 45 Rev C
Date 12-12-12
22. Ammeter Shunt Installation
Use the J5 connector harness 790723 labeled AMP+ and AMP-. Connect the harness leads using ring terminals to
the smaller terminal screws on the side of the shunt. The information will be displayed as Amp-1 and Amp-2 on the
display.
Typical charging circuit for a Cessna 310 (reference only)

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 17 of 45 Rev C
Date 12-12-12
22.1 Volt Meter reading is derived from the bus location that the EDM Display is wired to. A second voltage
input is also available.
22.2 Load Meter Configuration. The shunt must be installed in the main bus where it will be the load meter
configuration showing alternator load (positive only). Be sure that the negative side of the shunt is connected to the
main bus in the load meter configuration. There are no alarms for the load meter configuration.
23. General Fuel Flow Transducer Installation
Use the J4 connector harness 700708 labeled FFSIG (white), FFPWR (red), and FFGND (black). If no previous fuel
flow transducer is installed, install transducer per Report 503, Rev B, 03/14/97, FUEL FLOW TRANSDUCER
INSTALLATION . The EDM-960 receives signal from any installed FloScan Transducer with the following FloScan
P/N’s embossed on to the top of the transducer. The K-Factor is marked on the side of the Transducer and on an
attached white ticket. Wire per drawing 790744, Route the JPI wires along the existing wiring bundle lacing every
foot. The EDM is approved to work with the following Shadin equivalent PN.
FloScan PN Shadin equivalent PN
201-A
201-B 680501/680600
231 680503
Before connecting any hoses to the transducer, thoroughly clean them and insure they are free of any loose
material. Never pass air pressure through the transducer or use Teflon tape/pipe cement; damage will occur. Use
only steel fittings never use aluminum fittings on transducer. Aluminum will gaul. Remove the transducer cap plugs
only when ready to install the hoses. Note the direction of fuel flow marked on the transducer. Fuel must flow in this
direction. Reverse flow installations will read ½ the required flow. Mount the transducer with the three wires pointing
up. The K-factor is printed on the side of the transducer and on a tag. Write down the K-factor here for future
reference __________.
Aeroquip Fire Sleeve
AE102/62-24
Aeroquip
900591B Clamp
IN
OUT
6 inches maximum from
support
to carburetor, flow
divider, or fuel
injector from fuel tank,
throttle body or
engine driven fuel
pump.
MS 21919
Clamp as required
Fittings 1/4 NPT. Do NOT
use aluminum fittings Aeroquip
303 hose
Transducer
Cut slit in fire sleeve
up
The EDM-960 fuel flow transducer receives signal from any installed 201 transducer with part numbers imprinted
on to the top of the transducer. For specific engine installations see Report 503

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 18 of 45 Rev C
Date 12-12-12
24. Fuel Level Interface Installation
The EDM-960 has the capability to interface to 4 tanks in the aircraft’s fuel level system. This is done by connecting
the DAU directly to the senders or in some cases to the aircraft’s fuel sender signal conditioner, for example the
Pennycap system which converts capacitance (frequency) to a voltage output, typically found in Cessna Twins. The
DAU has the capability to process signals from two types of sender signals: Resistive output, Voltage output. JPI
provides the appropriate interface hardware (the P5 harness and any associated signal conditioners) based on
information you provided when your order was placed. Once installation is completed, you will perform a fuel level
calibration. The EDM-960 stores this calibration internally. NOTE: The fuel quantity function will not be available
until this calibration has been performed successfully.
Note: All Twin Aircraft are considered resistive even thought the sensor it self is capacitance. The Gull or
Pennycap system converts the frequency to resistive values.
24.1 Resistive Output Type Sender System
Locate the wires that run between the existing ships fuel gauges and the senders and disconnect them at the
senders. For tanks that have more than one sender, the wiring between the senders must be retained. Make sure
the senders do not have voltage on them before connecting to the EDM. Connect the EDM to the senders using the
wire pairs coming from the signal conditioner (PN 790802) P7 as shown below. Note that one pair is for MAIN and
the other is for AUX. Connect the ‘SIG’ wire to the senders signal terminal (typically the center stud) and the ‘GND’
wire to the closest ground terminal near or on that sender.

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 19 of 45 Rev C
Date 12-12-12
24.2 Voltage Output Type Sender System
Voltage output type systems usually have a convertor box. This is typical with the ‘Pennycap’ brand capacitive
sender system. The Pennycap convertor box measures sender capacitance and converts it to a DC voltage output
signal for the aircrafts fuel level gauge. In some cases the Pennycap convertor box alternately monitors two tanks
per wing controlled by cockpit selector switch positions. This is typical for Cessna twins having 4 selectable tanks.
The EDM can interface to this system with the addition of the dashed interface hardware (PN 790810) shown
below. NOTE: This drawing is accurate for most models of the Pennycap system; however it is the installer’s
responsibility to verify proper connections to the Pennycap output signal. Note: The original ships gauge and all

FAA Approved Installation Manual for the EDM-960 system Report No 909
Primary Engine Data Management System Page 20 of 45 Rev C
Date 12-12-12
WARNING
:
Never add or remove fuel from the aircraft when the
master switch is turned on.
Fuel quantity gauge performance is affected by many
factors, such as the integrity of the sensor performance, the
accuracy of the calibration data you collected and entered
and most importantly your validation that the EDM fuel
quantity gauge is accurate and repeatable after installation
and calibration. You should not use the fuel quantity gauge
system for any flight related operations until this validation
criteria has been met.
gauge selector switches and related annunciate lights must remain in the aircraft. The gauge could be mounted
behind the panel if desired.
24.3 Fuel Tank Calibration Setting Fuel Calibration Points
The EDM interfaces to various fuel level sensor types to facilitate direct reading of the fuel level in the aircraft fuel tanks. The
EDM has a multi-point fuel calibration table that you must enter. This table contains calibration values (stored in non-volatile
memory) used to translate sensor readings into the displayed fuel quantity values. The calibration information is collected and
recorded on paper for later entry into the EDM. NOTE: Fuel quantity gauges will not be functional until the fuel calibration
information has been entered into the EDM. You will use the EDM instrument itself as the measuring device to collect
calibration data.
The following describes the basic procedures necessary for collection and entry of data into the fuel level calibration table.
Note: Any changes to fuel table data will be temporary until you execute the ’SAVE’function (available after last cell of the
last tank table is entered).
Before beginning the fuel table entry/edit process, you must have properly installed and tested for correct functionality of the
fuel sensors.