J.P. Instruments EDM960 Manual

Pilot’s Guide
Engine Data Management
EDM-960
Primary
Copyright 2009-2011 J.P. Instruments, Inc.
All Rights Reserved
J.P. INSTRUMENTS INC.
Information: P. O. Box 7033
Huntington Beach, CA 92646
Factory: 3185-B Airway Ave.
Costa Mesa, CA 92626
[phone] Fax [phone]
www.jpinstruments.com
Printed in the United States of America Rev E 02-16

Table of Contents
Section 1 - Getting Started 1
Fuel Flow Computer Basics 2
Control Button Basics 2
Display Screen Basics 2
Remote Auxiliary Display Basics 3
RPM and MAP Display Basics 3
Linear Bar Graphs Display Basics 4
LeanFind Basics 5
Section 2 - Interpreting Data 6
Operation for each Phase of Flight 6
Typical Normal Measurements 8
Engine Diagnosis Chart 9
Section 3 - Displays and Controls 12
Control Buttons 12
RPM and MAP Displays 14
Scanner Displays 14
Remote Auxiliary Display 18
Hobbs Display 18
Dimming the Display 18
Section 4 - Operating Modes 19
Manual Mode 20
Section 5 - LeanFind 21
LeanFind Procedure—General Explanation 26
Expanded Leaning Procedures 30
Section 6 - Fuel Flow Operation 31
Fuel Management 31
Start Up Fuel 31
Start Up Fuel 32
Resetting ‘ USED’ 36
Trip Mode (Accumulate Trip Totalizer) 36
Scanner Fuel Flow Display Select 36
Section 7 - Alarms 37
Non-primary Alarm Priority 37
Section 8 - Memory and Data Download 38
Downloading Data from the EDM 38
Transferring data from the USB Flash Drive to a PC 39

Section 9 - First Time Setup and Customization 40
Adjusting the HP Constant for Rich of Peak Operation 47
Adjusting the MAP 48
Entering the K factor 52
Programming Trip Mode 53
Setting the GPS Com Format 54
Section 10 - Custom Key Card 54
Section 11 - Setting Fuel Calibration Points 55
Getting Started…Collecting Fuel Level Calibration Data 56
After you have collected your data… 57
Troubleshooting the EDM-960 60
Diagnostic Testing on Startup and During Flight 60
Diagnostic Messages 61
Section 12 - Appendices 62
Shock Cooling 62
Navigation Data Formats 63
Navigation Data Ports for GPS Comm 64
Interface connections to selected GPS models
EDM Config Editor
1. Overview 57
2. DISCLAIMER 66
3. Starting EDM930/960 Configuration Editor 67
4. Changing Gauge Layout 68
5. Removing Fuel Level Gauges from display 69
6. Replacing Gauges 71
7. Changing Gauge Markings 72
8. Gauge Details Screen 73
9. Gauge Range and Alarm Limits 74
10. Color Bands 75
11. Options 75
12. Modifying Aircraft Information 76
13. Change Number of Engine Cylinders 76
14. Changing fuel units 77
15. Changing Main Tank Size 78
16. Changing Channels Monitored 78
17. Changing Alarm Values 79
18. EDM Alarms Screen 79
19. Restoring EDM to a Previous Configuration 80
20. Restoring EDM to Factory Configuration 81
Section 13 -Technical Support 81
Index 83
QUICK REFERENCE GUIDE 87

EDM-960 SYSTEM DISPLAYS
EDM-960 Main display
Twin Center line thrust Configuration
Remote Auxiliary Display (RAD)

Product Features
Hands-free, automatic scanning
Lean Findfinds the first and last cylinder to peak with true
peak detect—eliminates false peaks
Displays both leaned temperature below peak and peak
Voltage monitoring with alarm (see AFMS)
Amperes (load or charge/discharge meter)
Programmable alarm limits
Exhaust Gas Temperatures (EGTs) to stable 1°F resolution
DIF lowto high EGT with alarm
Shock cooling monitored on everycylinder
Fast response probes
Non-volatile long term memory
Records and stores data up to 30 hours
Post-flight data retrieval
Data retrieval software
Oil pressure
Oil temperature
Turbine inlet temperature, if applicable (optional)
Outside air temperature
Compressor discharge temperature (optional)
Carburetor temperature or induction temperature (optional)
Fuel pressure, if applicable
Fuel level Resistive or capacitive
Fuel Flow
Solid-state rotor fuel flow transducer
Fuel quantityin gallons, kilograms, liters, or pounds
Low fuel quantityalarm
Low fuel time alarm
GPS interface
Instantaneous fuel flow rate
Total amount of fuel consumed
Total fuel remaining
Time to emptyat the current fuel flow rate
RPM and manifold pressure
Automaticallycalculates percent horsepower
Historyof extreme values duringprevious flight
Hobbs® timer
Dual ‘Remote Alarm Displays’ (RAD)

For Your Safe Flight Page | 1
Section 1 - Getting Started
Important Note!
You must have the remote auxiliary display—RAD—installed on
the instrument panel of your aircraft. This is required for FAA
certification of the EDM-960 as a primary instrument. Upon start
up, the RAD displays the make and model of you aircraft, which
must be verified before you can rely on the EDM-960 for use as
the primary engine instrument cluster. The RAD also will
continuously notify you of any alarm conditions, regardless of
whether you have cleared them on the EDM-960 display.
This is not an option!
This is a summary of basic operation. Detailed descriptions of all
operations appear later in this Pilot’s Guide. Once you become familiar
with the details of operation, we suggest you use the Quick Reference
Guide (found in back of manual) for most commonly used functions.
EDM-960 primary instruments have preset alarm limits and cautionary
ranges (user cannot change them) typically for the following
measurements: oil temperature, oil pressure, fuel pressure, fuel quantity,
cylinder head temperature, turbine inlet temperature, manifold pressure,
and RPM. Your EDM-960 contains a custom Key Card. For Primary
configurations, the Key Card activates the primary engine instrument
abilities of your engine monitor.
Note: Fuel quantity gauges must be calibrated to the aircraft and will not
be functional until the fuel calibration process has been performed.

For Your Safe Flight Page | 2
STEP LF DIM
(3rd)ALL/EGT (1st) (2nd) (4th)
Fuel Flow Computer Basics
The fuel flow computer tracks the fuel flowing to the engine and
computes various values based on this. At installation, then each time
you refuel the aircraft, you must inform the EDM about how much
useable fuel is onboard. This is done via the REFUEL function. There are
three ‘Quickset’ ways to do this:
1. Main 74.0 GAL: MAIN tanks are filled (no other fuel onboard).
2. Main + Aux 94.0 GAL: MAIN +AUX tanks are filled.
3. Adjust? 0.0 GAL: Partial fuel added to existing quantity.
See page 31 for expanded information on the refueling process.
Control Button Basics
Four operating buttons control all functions of the EDM. These buttons
change labels depending on the current state of the EDM.
The term tap is used to denote pressing a button momentarily. The term
hold is used to denote pressing and holding a button for five seconds or
longer.
Display Screen Basics
The display screen is arranged into three sections. The top left is the
RPM and MAP section. The bottom left is the Scanner® section. And the
right side is the Linear Bar Graphs section. The instrument ranges and
alarm limits are configured to match those of your aircraft when the EDM
is set up as a Primary instrument.

For Your Safe Flight Page | 3
Remote Auxiliary Display Basics
The Remote Alarm Display ‘RAD’ provides alarm display, RPM and MAP,
and is located directly in front of the pilot. Upon power up, the RAD shows
the Aircraft model, engine type and declares instrument status: ‘Primary’
(if applicable). Before each flight, confirm that it matches your aircraft
requirements.
RPM and MAP Display
Basics
The upper semicircular bar
graph shows the MAP
(Manifold Pressure) and the
lower semicircular bar graph
shows the RPM (Revolutions
per Minute). Operations
exceeding red line cause the
digital value to turn red.
Percent horsepower is displayed digitally below each MAP digital readout.

For Your Safe Flight Page | 4
Linear Bar Graphs Display Basics
The Bar Graphs section contains seven
dedicated bar graphs with digital display
organized as shown to the right. Pointers
move up and down for each engine in
response to value changes and digital
readouts turn red when exceedances
occur.
Note: functions displayed in this example
may differ from your EDM.

For Your Safe Flight Page | 5
Scanner® Display Basics
The EDM Scanner section is located in the lower left area of the screen.
It consists of a graphical display of EGT and CHT (and TIT if so
equipped) and a digital display that automatically scans the various
parameters. You can select Manual Mode by tapping STEP to lock onto
the parameter of interest. To return to Automatic scan mode, tap LF
followed by tapping STEP.
Lean Find Basics
Simply pre-lean, tap the LF
button (Lean Find) and begin
leaning. The EDM will assist
you in finding the first cylinder
to peak. This example is for
Rich of Peak. See page 21
for a more detailed
description of leaning.
1. Establish cruise at approximately 65 to 75% power and pre-lean the
mixture to 50°F estimated rich of peak EGT on any cylinder.
2. Wait about 30 seconds, then tap the LF button.
3. Begin leaning the mixture smoothly without stopping. Turn the
Vernier about ¼ turn per second; retract the non-Vernier or quadrant
lever so that EGT rises about 10°F per second.
4. Stop leaning when you see LEANEST for two seconds, followed by—
for example—EGT1520 FF13.8. The EGT number is the current
temperature of the first EGT to peak and the FF number is the
current fuel flow.
5. Now tap the PEAK button to display the EGT difference from peak
which is very useful for setting desired degrees below peak.
6. Slowly enrich the mixture noting that the EGT difference diminishes
as EGT climbs back to peak, followed by it going minus again. Stop
enriching at the desired EGT difference (such as ‘EGT -75’).
7. You can also see what the peak EGT was by holding the PEAK
button.
8. Tap STEP to exit the Lean Find Mode.

For Your Safe Flight Page | 6
Section 2 - Interpreting Data
Operation for each Phase of Flight
(Worth adding to your run-up checklist.)
Engine Run-Up
Suggested setup:
Set engine to run-up RPM
Normalize view
Manual mode
Verify:
uniform rise of about 50°F in all EGTs in
single magneto operation.
uniform rise of EGTs with application of the
mixture control.
Be alert for:
unusually low voltage (see AFMS)
cold OIL and normal oil pressure
abnormally high CHT
large drop in EGT on one cylinder in single
magneto operation—may be fouled spark
plug.

For Your Safe Flight Page | 7
Take-Off,
Climb, and
Full
Throttle
Operations
Suggested setup:
Standard view
Automatic mode
Verify:
EGTs and CHTs consistent with past climbs.
EGTs should be in the 1100 to 1300°F range
(100° to 300°F cooler than cruise) due to fuel
cooling.
Be alert for:
high EGT in one cylinder, 300°F above the others
may indicate plugged injector or leaking manifold
gasket on a carbureted engine. At high density
altitude an overly rich mixture can significantly
reduce engine power.
If all EGT columns go off scale to the top of the
column, be sure you are not in Normalize view,
as indicated by the symbol NRM above the
Scanner® section. After the engine is warmed up,
use Lean Find to lean the mixture.
Cruise
Suggested setup:
Normalize view
Automatic mode
Be alert for:
uneven EGTs (injected engines). Make fine
adjustments to throttle, then RPM, then mixture to
level the display columns.
abnormal patterns of EGTs and CHT. (see
Engine Diagnosis Chart on page 9).
Descent
Suggested setup:
Standard view
Manual mode
Be alert for:
CLD: shock cooling alarm is set to -60°F. Average cool
rates of -40°F/minute to -50°F/minute are normal,
depending on the engine size.

For Your Safe Flight Page | 8
Typical Normal Measurements
The following chart lists typical normal measurement values that you will
observe for most general aircraft engines. Your particular engine’s
ranges may not fall within these values.
Measurement Typical Range Comments
EGTs in Cruise
1350°F
under 200 HP engines
1550°F
high performance engines
(Note: EGT should drop
200°F when full throttle is
applied)
EGT span (DIF)
70 to 90°F
fuel injected engines
120 to 150°F
carbureted engines
TIT
1600°F average
CHT
350°F (OAT 60°F)
normally aspirated engines
410°F
turbocharged engines
CHT Span
50 to 70°F
100° with gasket probes
Oil T
200°F
oil cooler thermostat opens at
180°F
OIL P
30 to 60 psi
varies with aircraft type
FUEL P (injected)
14 to 18 psi
varies with aircraft type
FUEL P
(carbureted)
0.5 to 8 psi
varies with aircraft type
Shock cooling*
-40°/minute
tightly cowled engines
-55°/minute
Bonanza
-200°/minute
helicopter
* Maintain a cooling rate magnitude of less than -50°/minute. You will find
that the cylinder with the greatest shock cooling will shift from front
cylinders (during climb out) to the rear cylinders (during descent ).

For Your Safe Flight Page | 9
Engine Diagnosis Chart
The following chart will help you diagnose engine problems in your
aircraft (note: only one engine is shown).
Display
Symptom
Probable
Cause
Recommended
Action
TIT ~100°
higher than
EGTs
This is normal
75° to 100°
EGT rise for
one cylinder
during flight
Spark plug not
firing due to fouling,
faulty plug, wire or
distributor.
Enrich mixture to
return EGT to
normal. Have plugs
checked.
EGT Increase
or decrease
after ignition
maintenance
Improper timing:
high EGT 
retarded ignition;
low EGT 
advanced ignition.
Check EGT for
each magneto to
determine any
uneven timing.
Loss of EGT
for one cylinder
and Engine
rough
Stuck valve. Other
cylinders are okay.
Have valve train
checked.
Loss of EGT
for one cylinder
and no digital
EGT and/or
bad probe
message.
Failed probe
or
failed wire harness.
Swap probes to
determine if probe
or wire harness is
bad.

For Your Safe Flight Page | 10
Continued:
Display
Symptom
Probable
Cause
Recommended
Action
Decrease in
EGT for one
cylinder
Intake valve not
opening fully; faulty
valve lifter.
Have valve lifter or
rocker arm
checked.
Increase in DIF
at low RPM
Low compression
(blow by) in cylinder
Check
compression.
EGT and CHT
not uniform
Normal for
carbureted
engines. Dirty fuel
injectors or fouled
plugs.
Check injectors
and plugs.
Decrease in
EGT for all
cylinders
Decreased
induction airflow.
Carb or induction
ice.
Check for change
in manifold
pressure.
Slow rise in
EGT. Low CHT
Burned exhaust
valve. CHT is low
due to low power
output.
Have compression
checked.
High CHT on
cylinders on
one side of
engine
Obstruction under
cowling.
Check for improper
installed baffling,
cowl flap
misalignment or
bird nests.
Continued:

For Your Safe Flight Page | 11
Display
Symptom
Probable
Cause
Recommended
Action
Rapid rise in
CHT of one
cylinder
Detonation.
Reduce power.
Sudden off
scale rise for
any or all
cylinders
Pre-ignition - >
Normalize view - >
or failed probes - >
Full rich & reduce
power.
Change to
Standard view
Check probes
(no picture)
Loss of peak
EGT
Poor ignition or
vapor in fuel
injection system.
Have magneto
tested.
(no picture)
Decrease in
peak or flat
EGT response
to leaning
process
Detonation. Usually
the result of 80
Octane fuel in 100
Octane engine.
Enrich mixture,
reduce power and
re-lean mixture.
Repeat to find
power setting
where normal peak
is obtained or run
rich.
Below 10,000
ft. full throttle
causes EGTs
to rise
Weak or defective
mechanical fuel
pump.
Apply booster
pump. If EGTs
drop, replace fuel
pump.

For Your Safe Flight Page | 12
STEP LF DIM
(3rd)ALL/EGT (1st) (2nd) (4th)
Section 3 - Displays and Controls
The EDM monitors engine temperatures, pressures and voltages, assists
in adjusting the fuel/air mixture, and helps diagnose engine malfunctions.
There are multiple components of the user interface:
Four front panel operating buttons below the bottom of the display.
RPM and MAP display in the upper left corner of the display
Scanner analog display including cylinder number and index square
in the lower left corner of the display
Scanner digital display for numeric readouts and messages at the
bottom left
Bar graph displays on the right half of the display
Control Buttons
Four operating buttons control all functions of the EDM. These buttons
may change labels depending on the current operating mode of the EDM.
The term tap is used to denote pressing a button momentarily. The term
hold is used to denote pressing and holding a button for five seconds or
longer. Button layout is shown below:
1st Button
In the Automatic mode, tapping the STEP button stops Scanner auto-
sequencing and changes to Manual mode. Each tap of the STEP
button then displays the next measurement in the sequence. Holding
the STEP button sequences in reverse order.
In the Lean Find mode tapping the EXIT button will terminate the
Lean Find mode and change to the Automatic mode.
In the Program mode tapping the NEXT button will advance to the
next item.

For Your Safe Flight Page | 13
2nd Button
In Automatic or Manual modes, tapping the LF button will activate the
Lean Find mode.
In the LF mode holding the LF button after peak EGT is found will
display the peak EGT.
In Automatic or Manual modes holding the LF button for three
seconds will toggle between Standard and Normalize (NRM) views.
In the programming mode, tapping the PLUS or MINUS button will
allow you to edit a parameter value.
Holding LF during power up will display the primary alarm limits after
the self-test is complete.
1st and 2nd Buttons
Holding both the STEP and LF buttons simultaneously for five
seconds will enter the pilot programming mode.
Just after entering Lean Find Mode (but before any EGT has risen),
holding both First and Second buttons for five seconds will toggle
between LOP or ROP leaning modes.
Tapping both the STEP and LF buttons simultaneously in Manual
mode toggles to ‘include’ or ‘exclude’ the displayed non-primary
measurement from the Automatic mode. Note: Measurements are
never excluded from the Manual mode.
3rd Button
Tapping DIM (brightness decreases) or holding DIM (brightness
increases) allows decrease or increase brightness respectively. Hold
on start-up to enter fuel level table
2nd and 3rd Buttons
Holding both the LF and DIM buttons simultaneously will display the
Hobbs readings. Tap button labeled NEXT to see additional
information screens.
4th Button (ALL/EGT/FF)
Select what is shown during Scanner auto-sequence. Choices are
ALL, EGT or FF. Highlighted one is what is active. Hold on start-up to
enter fuel level readings.

For Your Safe Flight Page | 14
RPM and MAP Displays
The upper left side of the
display shows RPM above
the MAP. The arcs
represent the analog values.
Percent horsepower is
shown below the MAP
readouts.
Scanner Displays
Scanner EGT and CHT Analog Bar Graph
The height of each column represents an EGT or CHT or TIT (if installed)
temperature. The graph resolution depends on the programmed span
between the top and bottom of the range marks. Note: when in certain
modes, such as leaning or normalize, the EGT resolution will temporarily
be finer.
Cylinder Numbers and Index
Just below the bar graph columns are numbers identifying the respective
cylinder. If TIT is installed, it is labeled by the letter Tunderneath. A
square ‘Cylinder I.D. Index’ surrounding a number indicates what cylinder
is currently selected and relates to the digital display.
TIT (Lt. blue)
CHT (white)
Cylinders 1 thru 6
T is TIT
White square is
Cylinder I.D. Box
EGT (blue)
LEFT
ENGINE
RIGHT
ENGINE
Digital CHT

For Your Safe Flight Page | 15
Scanner Digital Display
Located under the Scanner bar graph area is the alphanumeric display. It
displays alphanumeric values for different parameters as well as status
and alarm messages.
Normalize / Standard View
To toggle between Standard and the Normalize views, hold the LF button
for three seconds until the NRM icon toggles on or off. Note: Normalize
cannot be activated while in Lean Find mode.
Standard view (when the NRM icon is not lighted): the EGT
represent absolute temperature. The top of the columns indicate
absolute temperature relative to the adjacent range mark
temperature scale. A maximum height column depicts the
temperature at the top of the range mark scale (or more), while no
column represents the temperature at bottom of the range mark
scale (or less). The Standard view permits comparison of EGTs
across all cylinders.
Normalize view (when the NRM icon is lighted): the EGT represent
the difference in temperature from the mid-point of the range mark
scale. When you change to the Normalize view, all EGT columns are
initially normalized to the mid-point for deviation trend analysis. Any
changes are shown as an increase or decrease relative to the mid-
point, thus giving an instantaneous indication that an EGT has
deviated. You normally use normalize in level cruise, but it is also
useful during steady state run-ups. Note: A common misapplication is
to be in the Normalize view and then change power setting. This
causes all columns to go off scale, high or low. Select Standard view
before changing power or altitude.