J.P. Instruments EDM-350 User manual

Approved Installation Manual for the Experimental Report No 104
EDM-350 Page 1 of 46 Rev A
Advisory Engine Data Management System Date 7-10-2021
TABLE OF CONTENTS
Section Page
1. Revisions ______________________________________________________________________________________ 2
2. Read This First _________________________________________________________________________________ 2
3. Operation and Abbreviations ______________________________________________________________________ 5
4. Remote Alarm Light EDM 350 _____________________________________________________________________ 6
5. Locating and Installing the Indicator Display (Alert Light) _______________________________________________ 9
6. Routing the Wiring Harnesses_____________________________________________________________________ 10
7. Pressurized Aircraft wire Routing__________________________________________________________________ 11
8. Power Connection ______________________________________________________________________________ 11
9. Probe Wiring __________________________________________________________________________________ 11
10. Exhaust Gas Temperature Probe (EGT) Installation ___________________________________________________ 12
11. Cylinder Head Temperature (CHT) Probe Installation__________________________________________________ 13
12. Radial Engine CHT (spark plug gasket) _____________________________________________________________ 13
13. Outside Air Temperature (OAT) Probe Installation ____________________________________________________ 13
14. Oil Temperature Probe Installation ________________________________________________________________ 14
15. Oil Pressure Sensor Installation ___________________________________________________________________ 14
16. Fuel Pressure Sensor Installation using combination sensor _____________________________________________ 15
17. Ammeter Shunt Installation _______________________________________________________________________ 16
18. General Fuel Flow Transducer Installation __________________________________________________________ 17
19. Fuel Level Sender Wiring Types ___________________________________________________________________ 18
20. Fuel Flow Totalizer, Refuel Question _______________________________________________________________ 24
21. GPS Interface _________________________________________________________________________________ 24
22. Manifold Pressure (MAP) Sensor __________________________________________________________________ 24
23. RPM Sensor installation _________________________________________________________________________ 25
24. EDM-350 Specifications and Limitations ____________________________________________________________ 27
25. EMI Radio Test and functional check: ______________________________________________________________ 28
26. Component Parts_______________________________________________________________________________ 29
27. Weight and Balance Data ________________________________________________________________________ 31
28. Pilot Programming _____________________________________________________________________________ 31
29. Programming the HP Constant ____________________________________________________________________ 34
30. Programming the MAP __________________________________________________________________________ 34
31. Selecting Fuel Pressure Type _____________________________________________________________________ 35
32. Customizing Non-Primary Data (EDM350 only) ______________________________________________________ 35
33. K Factor______________________________________________________________________________________ 35
34. Fine tuning the K Factor _________________________________________________________________________ 36
35. Adjusting the K Factor___________________________________________________________________________ 37
36. Programming Accumulate Trip Total _______________________________________________________________ 37
37. Trouble Shooting _______________________________________________________________________________ 38
38. GPS Interface Diagnostics _______________________________________________________________________ 39
43. Connector Pin Assignments on EDM, J1 through J5 ___________________________________________________ 40
44. J3 RPM, MP, Oil-P_____________________________________________________________________________ 43
45. Appendix A Connector Pin Assignments on EDM, J1-J2 Only with ARINC 429 _______Error! Bookmark not defined.
46. Appendix B ICA _________________________________________________________Error! Bookmark not defined.
The Owner of the EDM-350 must keep this manual
J.P. INSTRUMENTS
PO BOX 7033
HUNTINGTON BEACH CA Last printed 7/19/2021 4:28:00 PM

Approved Installation Manual for the Experimental Report No 104
EDM-350 Page 2 of 46 Rev A
Engine Data Management System Date 7-10-2021
1. Revisions
REV
Description
Date
Approval
IR
12-06-2017
JFP
A
CIES Senders
7-10-2021
JFP
2. Read This First
•The following notes apply to a new installation. Read this section before proceeding.
•If you are installing CIES sender for fuel level DO NOT get the power to drive the CIES senders from the EDM
but install an independent power source to the CIES with it’s own CB.
•The JPI warranty found in the back of the pilots guide clearly states that JPI will replace defective parts under
warranty, but does NOT cover labor to remove or install any parts.
•The most common cause of probe problems is poor terminal crimps. Crimp ring terminals with AMP tool or
equivalent. Fold back the wire double before crimping terminals.
•Do not use aluminum fittings or Teflon tape with the fuel flow transducer.
•Write down the K-factor engraved on the side of the fuel flow transducer here _______. Once the transducer is
installed and covered with the fire sleeve, you will not be able to access this K factor.
•Determine the locations of all holes before drilling to ensure that nothing interferes with the probe, clamp, clamp
screw or wire.
•Provide service loops at the instrument so that it can be moved for maintenance or troubleshooting.
•Thermocouple wire length is not critical. Trim to required length, allowing for service loops at the engine so that
probes can be swapped with probes on adjacent cylinders for troubleshooting purposes.
•Dress all wires away from high temperature components such as exhaust stacks.
•Never splice thermocouple wire using copper wire. Use only K-type thermocouple wire. Solder using zinc
chloride flux such as Nokorode brand – rosin flux alone will not work.
•Observe correct polarity on all probe wires. Connect like colors together (red to red, yellow to yellow).
•The instrument must be grounded at the engine, not at the avionics ground.
•Make an entry in the aircraft logbook.
•Note: Removal of probes, sensors and the instrument is the reverse of the installation procedure.
Do not install an Experimental EDM-350 in a certified aircraft.
If the EDM-350 is configured to monitor the aircrafts fuel tanks, the EDM-350 must be calibrated to the aircraft fuel
system and the EDM-350's accuracy must be verified before flying the aircraft.

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Engine Data Management System Date 7-10-2021
Before allowing the aircraft to be flown, verify the instrument markings displayed on the EDM-350 screens are
accurate with the aircraft’s POH for every function displayed on the EDM-350.
The use of the EDM-350 requires recurring training for any pilot who will be flying the aircraft in which it is installed.
Recurring training should include reading the EDM-350 Installation Manual and seeking a flight instructor for proper
interpretation of information being displayed to the pilot.
Fuel Level Accuracy Limitations:
1. Angle of Attack - The EDM-350 must be calibrated with the aircraft in a cruise angle of attack. If
the aircraft is in an angle of attack other than cruise, the EDM-350 may display inaccurate fuel levels
(depending on the mounting location and type of sensor used). If your aircraft does not sit at a cruise
angle of attack when on the ground, it may not display accurate fuel levels. Test your aircraft at
different angles of attack to see the effects on the EDM-350 fuel level readings.
2. Full Fuel Readings - As a tank is filled the fuel sensor may not be able to detect the fuel entering
the upper corners of the fuel tank. If this is the case with your sensor, the EDM-350 will display lower
fuel levels than the actual fuel in the tanks when the tanks are full. When the fuel level drops to a
point where the fuel sensor starts to detect a change, the displayed fuel level should be accurate.
Check the accuracy of your system by comparing the displayed fuel levels on the EDM-350
to the fuel levels listed in the flight manual at each fill up.
3. Low Fuel Readings - Do not rely on the EDM-350 to determine the fuel level in the tank
for an indicated tank level below 1/8. You should always fly the aircraft in such a manner as to
maintain at least the FAA minimum fuel requirements in the aircraft at all times.
4. Improper Calibration - If the EDM-350 has not been properly calibrated it will not display accurate
fuel levels in the tanks. It is important you verify the accuracy of the EDM-350. Always crosscheck
your measured fuel levels in the tanks with the readings on the EDM-350 before each flight.
5. Poor Connections - Poor connections between the wires leading from the EDM to the fuel
sensors can become intermittent. An intermittent connection most likely will show up as wandering or
inaccurate readings on the EDM-350. Always crosscheck your measured fuel levels in the tanks
with the readings on the EDM-350 before each flight.
6. Defective Fuel Level Sensors - Fuel sensors can become intermittent or change resistance
with age. It is not uncommon to find intermittent problems even in new sensors. An intermittent
problem with a fuel sensor most likely will show up as wandering or inaccurate readings on the EDM-350.
Always crosscheck the measured fuel levels in the tanks with the readings on the EDM-350 at
each fill up. If you ever find an inaccuracy issue or any other problem with a fuel level display on
the EDM-350, troubleshoot and fix the problem before the next flight.
DETERMINE THE FUEL LEVELS IN THE AIRCRAFT.
1.The use of the EDM-350 does not eliminate or reduce the necessity for the pilot to use good flight planning,
preflight and in-flight techniques for managing fuel. It is important the pilot adopt the practices listed below. If you are
not familiar with these techniques, contact the FAA to acquire proper training.
2. Flight Planning - Always calculate the fuel requirement for each leg of a flight, including any
alternate plans for bad weather. Keep this information available in the aircraft during the
flight. Keep a chart of the published fuel flows for various flight/engine conditions in the
aircraft. Keep a chart of the measured fuel flows for various flights in the aircraft. Measured
fuel flows can be considerably different from published figures. This usually is due to old,
inaccurate engine instruments.
3. Preflight - Do not rely on the EDM-350 to determine the fuel level in the fuel tanks. The

Approved Installation Manual for the Experimental Report No 104
EDM-350 Page 4 of 46 Rev A
Engine Data Management System Date 7-10-2021
pilot must visually check/measure the fuel levels in the tanks before every takeoff.
Crosscheck the measured fuel levels with the displayed levels on the EDM-350. Also, crosscheck
these levels with the fuel requirements for the flight listed in your flight plan.
4. In Flight - Make the EDM-350 part of your normal instrument scan. Crosscheck the fuel levels
displayed on the EDM-350 with your flight plan at each leg of the flight or every 30 minutes
(whichever happens first). If there is a discrepancy, land the aircraft at the nearest airport and
verify the fuel levels. Discrepancies should be taken seriously.
5. New Pilot or Owner of the Aircraft - If there is a new pilot or owner of the aircraft, it is
the previous aircraft pilot/owner’s responsibility to insure the new pilot has read this
manual and is aware of any accuracy limitations and other important considerations.
All limitations and operating characteristics learned from operating the EDM-350 must be
passed on to the new pilot/owner.

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EDM-350 Page 5 of 46 Rev A
Engine Data Management System Date 7-10-2021
3. Operation and Abbreviations
The EDM-350 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 digital
and/or analog instruments: Message Area Abbreviation in parenthesis. (X)* denotes cylinder No.
Gauge Function
Message Area
Alarm Abbreviation
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
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

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EDM-350 Page 6 of 46 Rev A
Engine Data Management System Date 7-10-2021
4. Remote Alarm Light EDM 350
The remote alarm light is a Red or Yellow light depending on the alarm condition. The EDM-350 incorporates a
single light that alerts the pilot that a problem existing within the engine. It is a single light that changes color with
condition and the label associated with the light must be lit by a post light or such that you can see the word
“ENGINE”.
Alarm hierarchy for the EDM-350
When a measurement limit is reached, the pilot should momentarily depress the STEP button on the EDM-350
instrument to extinguish the particular flashing alarm acronyms. If another function has also reached its limit, that
label will then begin to flash. The pilot should continue to monitor the affected parameters as he would if a
conventional analog display had reached a limit. The bar graph functions of CHT, EGT, and TIT remain displayed for
easy reference should one of these limits be reached. Alarm hierarchy is shown in the table below.
1. OILP_LO.
2. FP_LO.
3. OILT_HI.
4. CHT.
5. TIT.
6. FLVL.
7. REM.
8. FP_HI.
9. MAP.
10. DIF.
11. CLD.
12. RPM.
13. OILT_LO.
14. VOLTS.
15. OILP_HI.
16. AMPS.
17. CDT.
18. RES.
19. EGT.
20. Fuel Flow.
4.1 Dimming
Automatic dimming is provided to dim both the panel display and the remote alarm display. Dimming can also be
accomplished manually to change the Automatic setting. Button #3 initiates the manual Dim function and shows
which button to press for Dim or Bright changes. The display starts up in the max brightness mode.

Approved Installation Manual for the Experimental Report No 104
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Engine Data Management System Date 7-10-2021
EDM-350 Display

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EDM-350 Page 8 of 46 Rev A
Engine Data Management System Date 7-10-2021
EDM-350 system mounts in a 3.125 inch diameter instrument panel hole.
Remote Alert Light
comes with the
placard “Engine”

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EDM-350 Page 9 of 46 Rev A
Engine Data Management System Date 7-10-2021
5. Locating and Installing the Indicator Display (Alert Light)
Single Engine Aircraft EDM-350
The EDM-350 display should be located as close as possible to the pilot with an unobstructed view and for
easy access to the buttons on the instrument.
The light for the EDM-350 is mounted in a 3/8” diameter hole.
Mounting bracket for the EDM-350
EDM-350 Model: Mounts in a standard 3-1/8” instrument hole. First, place the mounting bracket on the
instrument and tighten the clamp hex screw until you can just remove the instrument from the bracket. The Mounting
bracket is then placed behind the instrument panel hole and screwed (6-32 x ½” screws) in place using the existing
holes. Three screws should be used leaving one hole vacant on either side of the hex screw. Locate the hex screw
in a location that you can easily get to from the rear of the panel. The body of the instrument is 3.0 inches in
diameter and 3.0 inches deep less connectors.

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EDM-350 Page 10 of 46 Rev A
Engine Data Management System Date 7-10-2021
5. EDM Display Installation
Choose the Proper Installation Location
The display is best located within the natural scan and easy reach of the pilot. The recommended mounting location
is defined as the distance from the vertical centerline of the Primary Flight Instruments to the outer edge of the
further most gauge displayed on the EDM.
6. Routing the Wiring Harnesses
Five connectors are protruding from the rear of the instrument. Connect the five wiring harnesses to the rear of the
instrument and run the cables through the firewall into the engine compartment. Allow sufficient service loop to
facilitate removal of the connectors for servicing. These wiring harnesses are labeled as follows:
Conn
Harness PN
P1 790200 Power, Engine ground, MFD input, MFD output the following are optional and need
to be added : Oil temperature, Induction temperature, Carburetor temperature,
Outside air temperature, Turbine inlet temperature, Turbine inlet temperature 2,
P2 700700
700702
CHT, EGT 6 cylinder
CHT, EGT 4 cylinder
P3
790422
RPM, MAP, Oil pressure
P4
700708
Serial data to GPS, Serial data from GPS, Fuel flow transducer
P5
790723
Fuel Pressure, Fuel Level (Resistive and Capacitive ), Amps
RAD
790749
Category 5 jack and cable for RAD (Remote Alarm Display)
Route the wires from the connectors through the firewall using rubber grommets and flame retarding silicone. Use an
existing hole if possible. All wires must be routed away from high temperature areas (exhaust stacks, turbochargers,
etc.). Secure probe and sensor leads to a convenient location on the engine approximately 8 to 12 inches from the
probe or sensor, being sure there is sufficient slack to absorb engine torque. It is essential in routing the probe wire
that this wire not be allowed to touch metal parts of the air-frame or engine since abrasion will destroy this high
temperature wire. Secure wires along the route to the indicator. Secure wire using original clamps, tape or tie wrap if
possible.
Note: The probe wires must not be tied in with ignition, alternator or engine cabin heater ignition wires or
transceiver coax cables because of potential induced interference with readings.
The temperature probe wiring harness is made of Chromel-Alumel alloy wires that must not be substituted or
extended with copper wire. Temperature probe leads must be spliced with the same type of wire (typically

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EDM-350 Page 11 of 46 Rev A
Engine Data Management System Date 7-10-2021
Chromel-Alumel for JPI temp probes) using copper butt splices. The other signal and power wires are made from
normal copper and must meet MIL-W-32759/16 or equivalent.
CAUTION: Be sure the installation does not result in interference with any aircraft control movements. When
the installation is complete all wires should be secured using ties and carefully checked for interference, rubbing or
chafing with flight controls and associated cables or any other moving parts.
7. Pressurized Aircraft wire Routing
Pressurized Aircraft have a factory installed pressure bulkhead pass thru boot or connector at the pressure vessel or
firewall where all electrical wires from the engine pass through to the cockpit. If you can not find the opening follow
the wires from the engine to the pressure vessel. If a boot with sealant is used, remove the sealant, pass the signal
wires from the transducers mounted in the engine compartment to the display unit. Upon accomplishing this reseal
the opening with factory recommended sealant.
An alternate method for a cannon connector is to use existing wires in the aircraft going thru the pressure bulkhead.
The EDM-350 replaces the RPM, MAP, CHT, Oil Temperature, Oil Pressure Fuel Pressure, Fuel Flow and TIT
gauges which have wires going thru the pressure bulkhead. Making a new hole in the pressure bulkhead is beyond
the scope of this document and should be done according to best practices.
8. Power Connection
The EDM automatically adapts to either a 14 or 28-volt electrical system. The Avionics Bus power wire to the EDM
should be 20ga copper. A 5 amp circuit breaker is required. Connect the EDM ground wire to the engine block.
For lighting, no connection to the aircraft dimmer system is required because the instrument dims automatically with
reductions in ambient light. Required power for the 350 is 1.0 amp at 14vdc
9. 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 an AMP part
number 48518 crimp tool is recommended however, a “service-type” tool may also be used. Verify the quality of
each crimp with a sharp tug on the wire. The terminal should be impossible to pull off when crimped correctly.
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.

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Engine Data Management System Date 7-10-2021
1/4 x 4" sleeve
tie-wrap 3 places
The most common installation problems are related to poor quality terminations.
9.1 Wiring Markings
The EDM-350 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.
10. Exhaust Gas Temperature Probe (EGT) Installation
Use the J2 connector harness 700700 or 700702 labeled E1 through E4 or E6. Remove the existing EGT gauge and
Probe. Replace with JPI probe M-111 in all exhaust stacks.
The Model M-111 Probe will fit any engines where
the existing holes in the exhaust stack are 1/8" to
1/4" in diameter. If no hole exists, it will require the
drilling of a 1/8" diameter hole and ream to fit. It is
important that each probe be mounted the same
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
2" to 4"
EGT probe
Drill no. 40
pilot hole,
then no. 30
hole.
CHT probe
exhaust stack

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Engine Data Management System Date 7-10-2021
10.1 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 from the engine exhaust flange. Refer to the engine manufactures recommended location. Do not
route the EGT/CHT harness in with the ignition harness. Do not extend the yellow thermocouple leads with copper wire.
10.2 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.
10.3 TIT for second Turbine Inlet Temperature
Use the J1 connector harness 790200 and insert the yellow wire into the connector pin 18 and the red wire into pin
19. The standard JPI TIT probe P/N M-111-T with a special clamp is placed in the exhaust stack accumulator to a
maximum depth of 1/2 inch and approximately four inches from the Turbine inlet if possible, on the waste gate side
of the turbine.
10.4 Using an existing TIT Probe
An existing installed TIT probe (K-calibration) is compatible with the JPI EDM-350 System. Connect the JPI wire
marked TIT in parallel with the existing probe noting color polarity. Replacement probes should be purchased per
part number from the aircraft manufacturer.
If you choose to use only the EDM-350 TIT display you may 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-350 is necessary.
11. 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 that has a captive 3/8-24 boss that is screwed into the head of each cylinder.
12. Radial Engine CHT (spark plug gasket)
Cylinder head temperatures are measured with a spark plug gasket type probe placed under the rear sparkplugs.
The spark plug gasket probe, P/N M-113, replaces the standard copper spark plug gasket on one spark plug. The
probe is placed on the rear plug for a cleaner installation and less chance of chaffing the thermocouple wiring. After
many removals the probe may be annealed for re-use. Heat to 1100 oF and quench in water.
13. Outside Air Temperature (OAT) Probe Installation
Use the J1 connector harness 790200 labeled OAT. All wiring must be type K thermocouple wire. Do not splice
ordinary copper wire in any temperature probe circuits.
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 instructions of AC 43.13-2b Acceptable Methods, Techniques and Practices.
The outside aluminum shield tube is used to both hold the probe in place and shield it from radiated heat from the
sun. The OAT option is displayed as an independent digital temperature bar graph such as "75.”

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Engine Data Management System Date 7-10-2021
13.1 Induction Air (IAT), Compressor Discharge Temperature Probe Install (optional)
Use the J1 connector harness 790200 and insert the yellow wire into the connector pin 3 and the red wire into pin 4.
All wiring must be type K thermocouple wire. The Induction Air Temperature probe, (IAT), is installed just after the
inter-cooler and the Compressor Discharge Temperature (CDT) just before the inter-cooler. The probe is the same
as an EGT probe and installed similarly to an EGT probe. A large clamp is supplied to fit around the air duct leaving
the inter-cooler. Alternately a 1/8 NPT fitting is available. IAT option is displayed as an independent digital
temperature like "125 IAT". On non-turbo engines the IAT in reality is the Carburetor temperature and displayed as
“34 CRB.”
13.2 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.
14. 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 to pin 1 and 2 on 790200. Wire length has no effect on the readings. Oil temperature will be
displayed as an independent temperature digital and bar-graph. Check with engine manufactures proper location for
oil temperature. Check for oil leaks before first flight.
Oil Temp PN 400509
5/8-18 Thd
15. Oil Pressure Sensor Installation
Use the J3 connector harness 790422 labeled OIL-P for a pressure sensor three wire i2s sensor (0-5vdc)
PN 159936A
0-150 PSIG
AEROQUIP 303 Flex hose
7/16 UNJF
#4 fitting
DO NOT MOUNT SENSOR DIRECTLY TO ENGINE
MS-24587 FITTING
P-2 GRN FP-Sig + “C”
P-3 RED-FP PWR+5 “B”
P-1 BLK FP GND “A”
Oil-pressure
Oil pressure sensor mount using an aluminum clamp MS21919. Mount to firewall.
Mount the pressure sensor to the pressure line using a flexible hose and fittings (not supplied) as depicted in the
drawing below. Use aluminum clamp to mount the pressure sensor to firewall. Do not mount the sensor directly to
the engine. Connect the other end of the hose to the engine manufacturer’s recommended location for engine oil
pressure.

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Engine Data Management System Date 7-10-2021
15.1 Alternate method of installation keeping the original sensors in the aircraft operational
The oil pressure sensor should tee off the oil pressure line feeding the original aircraft gauge or the oil pressure
switch is removed and the sender is installed in that location.
16. Fuel Pressure Sensor Installation using combination sensor
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. i2s sensor PN 159935A Normally Aspirated or Turbo-Normalized or PN 159938 for
turbocharged. Fuel pressure sensors are only supplied if the POH requires it. If not in the POH Fuel pressure can
be supplied at additional cost.
PN 159935A
or
PN 159938 AEROQUIP 303 Flex hose
7/16 UNJF
#4 fitting
Differential port
on PN 159938 DO NOT MOUNT SENSOR DIRECTLY TO ENGINE
MS-24587 FITTING
P-2 GRN FP-Sig + “C”
P-3 RED-FP PWR+5 “B”
P-1 BLK FP GND “A”

Approved Installation Manual for the Experimental Report No 104
EDM-350 Page 16 of 46 Rev A
Engine Data Management System Date 7-10-2021
17. 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.
17.1 Charge/Discharge configuration
The shunt can be installed between the master contactor and the main bus in which case it will be in the ammeter
configuration showing battery charge and discharge. Be sure that the positive side of the shunt is connected to the
main bus in the ammeter configuration. The alarm will be triggered by a discharge condition.
- BATT +
Master switch
Starter Starter solenoid
Master switch
contactor
Bus
F G
B
external shunt
Ammeter Configuration
Alternator
+
- BATT +
Master switch
Starter Starter solenoid
Master switch
contactor
Bus
F G
B
external shunt
Load Meter Configuration
Alternator
+
Fuse Signals
with 1 amp inline

Approved Installation Manual for the Experimental Report No 104
EDM-350 Page 17 of 46 Rev A
Engine Data Management System Date 7-10-2021
17.2 Load Meter Configuration
Alternatively the shunt can be installed between the alternator output and the main bus in which case it will be the
load meter configuration showing alternator load (positive only). Be sure that the negative side of the shunt is
connected to the main bus in the load meter configuration. There is no alarm.
18. 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 APPENDIX-A Report 503 FUEL FLOW TRANSDUCER
INSTALLATION.
The EDM-350 receives signal from any installed FloScan Transducer with the following FloScan P/N’s embossed on
to the top of the transducer. The K-Factor is marked on the side of the Transducer and on a white ticket. Wire per
drawing 700744, 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
NA
201-B
680501/680600
201-C
NA
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 supplied never use aluminum fittings on transducer (Additional fittings are available from JPI).
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-350 fuel flow transducer receives signal from any installed 201 or 231 transducer with either of these part
numbers embossed on to the top of the transducer. For specific engine Installations see Appendix A Report 503

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EDM-350 Page 18 of 46 Rev A
Engine Data Management System Date 7-10-2021
19. Fuel Level Sender Wiring Types
The EDM has the capability to interface to the aircraft’s fuel level system. It is also used to directly read the fuel
senders for fuel calibration (no other equipment is needed). To implement the EDM fuel tank gauge functionality,
the EDM is connected directly to the senders or in some cases to the aircraft’s fuel sender signal conditioner (for
example the Pennycap system typically found in Cessna). The EDM has the capability to process signals from three
types of sender signals: Resistive output, Voltage output or Frequency output. JPI provides the appropriate interface
hardware (the P5 harness and any associated signal conditioners) based on information you provided when your
order was placed. Once installation is completed, you will perform a fuel level calibration. The EDM stores this
calibration internally. NOTE: The fuel quantity function will not be available until this calibration has been
performed successfully.
19.1 Capacitive Sender Frequency Output Type Sender System
Although frequency output type senders are uncommon in certified aircraft, JPI supports this interface. The P5
harness has two 3 conductor cables labeled LEFT TNK and RT TANK that are connected directly to the left and right
senders. See the drawing below for basic connection information (only right tank shown for illustration purposes).
Final route the LEFT TNK and RT TANK cables as necessary, then crimp the female contacts onto each cables
GRN, BLK, RED wires, then insert them into the connector housing. Connect this to the sender’s cable connector.
Connect the white wire of the pod cable to the center insulated terminal on the sender, and the black wire to the
terminal mounted on the metal body on the sender. See illustration on following page.
19.2 Resistive Output Type Sender System (Float type, most common)
Locate the wires that run between the existing ships fuel gauges and the senders and disconnect them. For tanks
that have more than one sender, the wiring between the senders must be retained. Make sure the senders do not
have voltage on them before connecting to the EDM. Connect the EDM to the senders using the wire pairs coming
from the signal conditioner as shown below. Note that one pair is for MAIN and the other is for AUX. Connect the
‘SIG’ wire to the senders signal terminal (typically the center stud) and the ‘GND’ wire to the ground terminal on the
sender. See illustration on following page.

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Engine Data Management System Date 7-10-2021
Example harness arrangement for an aircraft with resistive output senders
Resistive Harness PN 790719-3

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Engine Data Management System Date 7-10-2021
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.
•JPI strongly recommends replacing the fuel quantity senders before calibration.
DO NOT RELY SOLELY ON THE FUEL LEVEL DISPLAYED ON THE EDM-350 TO
DETERMINE THE FUEL LEVELS IN THE AIRCRAFT. The use of the EDM-350 does not
eliminate or reduce the necessity for the pilot to use good flight planning, preflight and in-flight
techniques for managing fuel. It is important the pilot adopt the practices listed below. If you are
not familiar with these techniques, contact the FAA to acquire proper training.
19.3 Voltage Output Type Sender System
Voltage output type systems usually have a convertor box. This is typical with the ‘Pennycap’ brand capacitive
sender system. The Pennycap convertor box measures sender capacitance and converts it to a DC voltage output
signal for the aircrafts fuel level gauge. In some cases the Pennycap convertor box alternately monitors two tanks
per wing controlled by cockpit selector switch positions. This is typical for Cessna’s having 4 selectable tanks. The
EDM can interface to this system with the addition of the interface hardware (PN 791802). NOTE: This drawing is
sent with the kit if applicable and 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.
19.4 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 with the airplane in flight attitude.