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edm 930 manualRenumbered all pages. 9-28-2011 JFP H Revised to include new trouble shooting section for ICA and renumber pages. Page 3 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 3 of 50 Rev J Date 5-24-14 3. Instrument Labeling The TSO label on the instrument is marked as to the instrument configuration. Page 5 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 5 of 50 Rev J Date 5-24-14 6. Remote Alarm Light EDM 900 The remote alarm light is a Red or Yellow light depending on the alarm condition. The EDM-900 incorporates a single light that alerts the pilot that a problem existing within the engine. Page 6 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System RAD EDM-930 Display Report No 908 Page 6 of 50 Rev J Date 5-24-14 Page 7 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 7 of 50 Rev J Date 5-24-14 EDM-900 TFT Flat panel display Portrait Mode Remote Alert Light With the placard “Engine” EDM-900 TFT Flat panel display Landscape Mode EDM-900 system mounts in a 3.125 inch diameter instrument panel hole in either a portrait or landscape position depending on panel hole location. By holding the Step button ( first on left) for approx. The least desirable view angle is landscape looking up. First, place the mounting bracket on the instrument and tighten the clamp hex screw until you can just remove the instrument from the bracket. Page 10 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 10 of 50 Rev J Date 5-24-14 5. EDM Display Installation Choose the Proper Installation Location The display is best located within the natural scan and easy reach of the pilot.http://lumieretvie.com/userfiles/cytogenetics-lab-manual.xml

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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. Page 11 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 11 of 50 Rev J Date 5-24-14 Be sure to verify that this matches your aircraft. Note: If your EDM should ever have to be replaced with a different unit, the factory will reprogram it to match your configuration. You should always retain your fuel quantity calibration records, as these may need to be manually reentered in a different or serviced unit. 9. Page 12 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 12 of 50 Rev J Date 5-24-14 11. Power Connection The EDM automatically adapts to either a 14 or 28-volt electrical system. Master Bus power wire to the EDM should be 20ga copper connected directly to the master solenoid located at the battery to avoid a line drop when cranking. A 5 amp circuit breaker is required. Connect the EDM ground wire to the engine block. Page 13 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 13 of 50 Rev J Date 5-24-14 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 gauge and Probe. Replace with JPI probe M-111 in all exhaust stacks. EGT probe Drill no. 40 pilot hole, then no. 30 hole. Page 14 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 14 of 50 Rev J Date 5-24-14 13.3 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.http://www.eagleeyebird.com.au/files/cytogenetics-laboratory-manual.xml On non-turbo engines the IAT in reality is the Carburetor temperature and displayed as “34 CRB.” 16.2 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. Page 16 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 16 of 50 Rev J Date 5-24-14 18.1 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. 19. Page 17 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 17 of 50 Rev J Date 5-24-14 19.1 Adding a non-primary gauge to the system Requirements: All EDM930 and EDM960 units manufactured after Sep 15, 2012 have the EDM Configuration Editor built into a separate utility memory area of the EDM. 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. Page 20 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 20 of 50 Rev J Date 5-24-14 22. 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).https://www.interactivelearnings.com/forum/selenium-using-c/topic/16786/boss-br-900-cd-manuale-italiano Page 21 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 21 of 50 Rev J Date 5-24-14 Example harness arrangement for an aircraft with resistive output senders Resistive Harness PN 790719-3 Page 22 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 22 of 50 Rev J Date 5-24-14 22.3 Voltage Output Type Sender System Voltage output type systems usually have a convertor box. The Pennycap convertor box measures sender capacitance and converts it to a DC voltage output signal for the aircrafts fuel level gauge. For each EDM monitored tank, create a paper table with the desired number of calibration points (2 to 5) and at what volume each will be. You may change any of the fuel levels in the left column except for empty. You will enter the readings taken previously on paper into the right column. 9. Page 27 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 27 of 50 Rev J Date 5-24-14 1 and 2 again until the display (5 sec.) changes and you see FACTORY. Tap button twice to finish and save. 24. GPS Interface Use the J4 connector harness 700708 labeled RS232 OUT TO GPS (white) and RS232 IN FROM GPS (gray). Page 28 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 28 of 50 Rev J Date 5-24-14 Manifold Pressure Calibration The manifold pressure must be calibrated to the ambient air pressure. Enter the current ambient barometric pressure. The engine must not be running. This setting is not the same as the altimeter setting that you receive from ATIS or Unicom. It will vary with field elevation. Use the chart below to calculate the MP FACTOR.https://www.fhccu.com/images/carver-p4-service-manual.pdf Page 29 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 29 of 50 Rev J Date 5-24-2014 Slick Magnetos engine engine Bendix Magnetos Connector to harness Connector to harness Slick 6000, 4000 series non-pressurized Bendix -20, -21, -200, 1200 series non-pressurized JPI 420815-1 JPI 420815-2 Mount sensor side of bracket towards magneto body Mount sensor side of bracket towards magneto body, positioned over the magnet armature Sensor ring Page 30 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 30 of 50 Rev J Date 5-24-2014 27. The following test is to insure that this does not exist. Page 32 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 32 of 50 Rev J Date 5-24-2014 29. Y END? Y Report No 908 Page 35 of 50 Rev J Date 5-24-2014 STEP exits the pilot programming mode. LF reenters pilot programming mode. 32. Programming the HP Constant You must adjust the HP Constant once for your aircraft. You must perform this adjustment in the air while the aircraft is in flight between 5,000 and 8,000 feet MSL. 1. Page 36 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 36 of 50 Rev J Date 5-24-2014 35. Page 37 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 37 of 50 Rev J Date 5-24-2014 37. Fine tuning the K Factor The K factor shown on the fuel flow transducer does not take into account your aircraft’s particular installation. Fuel hose diameters and lengths, elbows, fittings and routing can cause the true K factor to be different from that shown on the fuel flow transducer. You must use the following procedure to fine tune the K factor. 1. Page 38 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 38 of 50 Rev J Date 5-24-2014 38. Trouble Shooting Diagnostic Testing on Startup and During Flight When your EDM is first turned on it tests internal components, calibration and integrity of the probes. During flight, probes are constantly checked for inconsistent or intermittent signals. Page 40 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 40 of 50 Rev J Date 5-24-2014 NO 50MV Calibration error. Return unit to factory. NO 2.5V Calibration error. Return unit to factory. WARNCAL, WARNCFG Transient warning messages. HOBSERR The time of the most recent flight may not be reflected in the HOBBS meter. HOBSBAD The HOBBS data has been corrupted. Page 41 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 41 of 50 Rev J Date 5-24-2014 42. Page 42 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 42 of 50 Rev J Date 5-24-2014 43. Page 46 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System Report No 908 Page 46 of 50 Rev J Date 5-24-2014 J4 (FF, GPS, AMP 2 ) White 1 Gray 2 Data out to GPS Serial communications Data in from GPS Main FF 700900-1, (201) -2 (231) white 4 red 5 OUT IN black 6 OUT White 12 Return FF 700900-1, (201) -2 (231) Optional IN NC 9 Right low fuel switch 10 11 13 White 14 Gray 15 5 optional Remote fuel flow alarm light (option) 6 Left low fuel switch FF2 Page 47 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System 44. Page 48 FAA Approved Installation Manual for the EDM-900 and EDM-930 Primary Engine Data Management System J-5 Harness with i2s fuel pressure sender. Page 49 FAA Approved Installation Manual for the Report No 908 EDM-900 and EDM-930 Page 49 of 50 Rev J Primary Engine Data Management System Date 5-24-2014 45. Page 50 FAA Approved Installation Manual for the EDM-900, PN 790000-A, EDM-930, PN 790000-C Primary Engine Data Management System 46. Appendix B ICA Report No 908 Page 50 of 50 Rev J Date 5-24-2014 Refer to: Supplement No: 905-01 Revision: E or later Check the web page, jpinstruments. 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. 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 instrument must be grounded at the engine, not at the avionics ground. Record the installation of the EDM-900 or EDM-930 on a FAA form 337. Make an entry in the aircraft logbook. 3 Page 3 of 37 Rev D 2. Instrument Labeling The TSO label on the instrument is marked as to the instrument configuration. Turbocharger, Compressor Discharge Temperature (Primary on some turbocharged engines). 13. Turbine Inlet Temperature 14. Induction Air Temperature or Carburetor inlet temperature Refer to Pilots Guide Rev D or higher or AFM for detailed operating instructions. 3.1 Remote Alarm Display (RAD) The RAD is a 0.2 high, 8 character independent display. The RAD will still function if the main display is inoperable. An alarm such as the CHT is 480 on cylinder number 2 is displayed as 480CHT2. The label CHT2 will flash whenever an over-temperature exists and will extinguish when the temperature falls below the limit temperature. Other alarms would be displayed as, for example: 2780 RPM. The RAD is located directly in front of the pilot and displays digital caution and limit excedances when any of the parameters has reached its preset trigger point. Whenever limit alarms are not triggered, the RAD continuously displays MAP and RPM. On initial startup or whenever power is turned on, the words EDM900 (or EDM-930) PRIMARY is displayed, followed by the make and model of the aircraft for which the primary limits are set Reference: Pilots Guide Rev D or later. 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. 5 Page 5 of 37 Rev D 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. Tapping the far right button below the display decreases brightness. Continuously holding this button increases brightness. A remote display is also provided for alarm indications directly in front of the pilot. Installation should be done in accordance with advisory circular AC 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. This card contains the primary engine instrument 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. 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. The location of the Key Card access door is different between the EDM-900 and EDM-930. Follow the appropriate instructions below. EDM-900 EDM-930 Open the small access door on the side of the EDM-900 using the appropriate tool. Open the small access door on the top of the EDM-930 using the appropriate tool. UP KEY CARD Hold the Key Card so that the UP arrow is facing up and in insertion arrow is facing to the right. Hold the Key Card so that the UP arrow is facing to the right and in insertion arrow is facing to down. 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. 8 Page 8 of 37 Rev D 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. Fuel pressure Injected psi, amperes, Voltage fuel level. Fuel pressure Carb, amperes, voltage fuel level. J Category 5 jack and cable for External remote display 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. 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 temperature 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. Instrument resets at 10 vdc. Using the J1 connector harness, connect the power lead (red) to a separate 5-amp circuit breaker for each instrument connected to the master power bus. Connect the ground wire to the engine block. The EDM-900 has a 10-second warm-up. No connection to the aircraft dimmer system is required because the instrument dims automatically with reductions in ambient light. 9 Page 9 of 37 Rev D 8. 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 colorcoding. The ring terminals may be crimped with a service-type tool, however AMP part number 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. 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.Do not extend the thermocouple wire with copper wire. 10. Exhaust Gas Temperature Probe (EGT) Installation Use the J2 connector harness or labeled E1 through E4 or E6. Remove the existing EGT gage and Probe. 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. Cut off the excess strap close to the screw. Cylinder head temperatures are measured with a spark plug gasket type probe placed under the front sparkplugs. Refer to the engine manufactures red line and set the EDM-700 appropriately. Front spark plugs will read 15 to 20 degrees cooler than the rear plugs. Do not extend the yellow thermocouple leads with copper wire. 11. Turbine Inlet Temperature (TIT) Probe Installation (optional) Use the J1 connector harness and insert the yellow wire into the connector pin 16 and the red wire into pin 17. Connect the JPI wire marked TIT in parallel with the factory probe noting color polarity. Replacement probes should be purchased per part number from the aircraft manufacturer. 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. 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. Alternate method To keep the existing CHT gage functional install a JPI PN 5050-A adapter probe. 13. Outside Air Temperature (OAT) Probe Installation Use the J1 connector harness labeled OAT. All wiring must be type K thermocouple wire. Do not splice ordinary copper wire in any temperature probe circuits.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 a 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 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. On non-turbo engines the IAT in reality is the Carburetor temperature and displayed as 34 CRB. 12 Page 12 of 37 Rev D 15. Carburetor Probe Installation (optional) Use the J1 connector harness 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. Remove the screw plug now in that hole and screw the CRB probe into the carburetor throat. 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. 17. Oil Pressure Sensor Installation Use the J3 connector harness labeled OIL-P for a VDO pressure sensor (shown in diagram below). Use J4 for a Sensym pressure sensor (not shown). Oil pressure sensor mount using an aluminum clamp MS 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. Connect the other end of the hose to the engine manufacturer s recommended location for engine oil pressure Alternate method of installation keeping the original sensors in the aircraft operational The oil pressure sensor is teed off the oil pressure line feeding the original aircraft gage or the oil pressure switch is removed and the sender is installed in that location. 18. Fuel Pressure Sensor Installation Use the J5 connector harness X labeled FUELP. 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 four pressure sensor wires through the supplied 4-pin connector. Part No () required for Carburetor engines OR Transducer PN for injected engines. PN is a resistive and requires two wires with no polarity. For Sensym sensor (shown below), crimp the four pins of the female Molex connector to the harness, matching the wire colors. Secure to firewall with Aluminum Clamp MS21919 WDG14. For injected engines use clamp MS21919WDG 25. Firewall Fuel Pressure Sensor from engine T-fitting Fuel pressure or fuel flow gage 14 Page 14 of 37 Rev D 19. Be sure that the positive side of the shunt is connected to the main bus in the ammeter configuration. Be sure that the negative side of the shunt is connected to the main bus in the load meter configuration. General Fuel Flow Transducer Installation Use the J4 connector harness 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. Wire per drawing, Route the JPI wires along the existing wiring bundle lacing every foot. The EDM is approved to work with the following Shadin equivalent PN. Use only steel fittings supplied never use aluminum fittings on transducer. Remove the transducer cap plugs only when ready to install the hoses. Note the direction of fuel flow marked on the transducer. Fuel must flow in this direction. Mount the transducer with the 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. The EDM-900fuel 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 Report Fuel Level Sender Wiring Types JPI strongly recommends replacing the fuel quantity sensors when installing the EDM. The EDM-930 supports fuel level sensors for directly reading the fuel level in aircraft fuel tanks. The fuel quantity gauges will not be present on the display until the fuel table for your aircraft has been installed on the Key Card by JPI. In some cases the resistive reading is converted into voltage before it enters the EDM 21.1 Capacitive Sender Use the J5 connector harness with two gray cables (3 wire) labeled LEFT TNK and RT TANK. Trim the pair of gray cables labeled LEFT TNK and RT TANK to length, then crimp the three female contacts onto the harness wire, and insert them into the connector housing. Connect this to the capacitive sender pod cable and 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. Repeat for the other tank sender. Make sure they do not have voltage on them before connecting to the EDM. Connect the white wire to the signal terminal and black wire to the ground terminal of the corresponding resistive fuel level sensor. Disconnect the white wires going to the factory gages and mark left and right. Connect the appropriate white wire in the harness to the white wire signal terminal and black wire to the ground terminal of the corresponding resistive fuel level sensor.