Features & Specifications of EDM 800 include: • Easy front panel programming by the pilots • 24 Pilot programmable alarm limits via front panel • No more calculating - displays both leaned temperatures below peak and peak. • Just 2 ¼” installation space required. • LeanFind™ is a true peak detect technology that finds the first and last cylinder to peak • Fuel flow data for single 6-cylinder engine. • Built in alarm triggered by unusual battery voltage • EGTs with up to 1°F resolution data • EGT with DIF low to high alarm • Pilot selectable index rate • Every cylinder monitored by shock cooling • Long term memory now stored in memory cards • 30-hrs worth of flight data can now be stored on memory cards • Easy engine analysis via memory card. • EDM 800 is a FAA Approved as primary instrument for CHT, OIL, TIT, RPM, MAP, Fuel Flow • Pilot selectable fuel rate display (pounds, gallons, kilograms or litres) • Now incorporates a low fuel quantity alarm • Now comes with optional GPS interface to interact with fuel flow rate and provides data on total amount of fuel consumed, total fuel remaining and time to empty at the current fuel flow rate. Clearly, with so many features and specifications of the EDM 800 for aircraft, the pilot need no longer strain his eyesight and attention on a bunch of dials. Thanks to the programmable alarm, if anything is even slightly fishy, the audio-visual alarm will sound and bring the anomaly to the pilot’s attention. The EDM 800 (especially the one manufactured by J.P. Instruments), uses the latest microprocessor technology to monitor up to 24-critical parameters of the aircraft engine and moreover, it does this four times a second. Superior to it’s predecessors, the EDM 800 has a technologically updated Fuel Flow Instruments like data monitor besides a host of other features. For example, leaning is automatically done using the patented LeanFind™ software. You also have more Monitor diagnostic information available. In fact, it records, all 29 functions, every 6 Seconds (24 of which, are pilot programmable), and its memory can hold up to 30-hours of engine data. The EDM 800 also features a unique ‘long-play’ mode i.e the instead of every 6 seconds, engine data is recorded once every minute thereby extending the capacity of the memory card to 550 hours of data. This data can be downloaded via the optional USB port. The EDM 800 converts your RPM manifold pressure outside air temperature and fuel flow into horsepower. To achieve this a small one-time calibration is required. The details are in the instruction manual and easy to follow. To maximize engine performance, the Aircraft Engine Data Management 800 System also provides the pilot with a full-time in-flight readout of aircraft engine horsepower. All of JPI’s EDM’s are TSO’d for QualityFor more information please visit: https://www.jpinstruments.com/shop/ed-800/
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I once had this dream actually, a nightmare - I was flying my Cessna 152 over Florida Keys enjoying both the flight and the views when all of a sudden, I saw there were no engine monitors or gauges in the cockpit. My panic was so acute that I woke up with my heart pounding and then thanked my stars it was only a nightmare. Those of us who are used to flying with data monitors, GPS and a handful of gauges, know how much we depend on them to know not just the health status of the aircraft but also our current geographic location, height etc. I remember that in comic books as well as WWII films pilots would know something was wrong just by listening to the difference in engine sound. But any pilot will tell you that engine sound changes after something has happened which basically means the pilot has to enter into a fire-fighting mode and its all guess work from there based on how the aircraft is handling. A newly qualified pilot wouldn’t know what the heck was happening - whether an engine was being starved of fuel or cylinders are over-heating, or whether the aircraft was about to suffer a catastrophic failure of some sort. While experience counts and an experience pilot will probably make a reasonably good guesstimate as to where the problem is, it would still be a guess. But throw in a handful of gauges and the whole situation changes. Throw in an engine data monitor (EDM) and bingo, you know exactly where the problem is and more importantly, how acute it is and how to react to it. With availability of aircraft engine data, blind panic gives way to determined calmness – as a pilot, you now know what exactly it is that is wrong and what to do to bring the aircraft safely down to earth – preferably in one piece. An engine may belong to a truck or aircraft engine or a simple water pump. Every engine has a set of manufacture determined parameters within which it has to operate. Any deviation could lead to a catastrophic failure of the engine. On the ground you can simply switch off the engine but a pilot in the air, does not have that luxury. Manufacturers such as J.P. Instruments of USA, not only make aircraft engine monitors and quality Aircraft Engine Gauges, they also have also included artificial intelligence into the display units to warn the pilot(s); if any engine parameter is not in conformity of its safe operating limits. A potential problem therefore, comes to light much before it becomes serious. The aircraft engine monitor keeps your engine healthy, efficient and safe. Also, these days the aircraft engine data monitors have built-in memory slots. At end of each trip you just pop out the memory card and hand it over to your mechanic who in turn will plug it into his diagnostic unit and generate a detailed analysis of the flight and aircraft engine performance. Any problem areas are instantly identified and passed on the repair crew. This way you also have a valuable history of the aircraft’s engine performance. The Engine Monitor keeps your engine healthy, efficient and safe. I hope my dream never becomes a reality either to me or to any other pilot. Fly safe, enjoy life. Visit Here:- https://www.jpinstruments.com/ For the uninitiated, the gas turbine you see in the single and twin-engine aircraft is an internal combustion engine that uses air to drive the engine and propeller, which in turn, propels the airplane. It achieves this with the help of heat energy from fuel that it converts to mechanical energy via the pistons. Here's how the gas turbine combines with the compressor: 1. Intake of air 2. Compression of the air 3. Air is mixed with right quantity of fuel and ignited. 4. Energy release in above process is used to drive the plane forward. Now just as a car engine gets hot and needs to be kept cool, ditto the aircraft engine. In fact, keeping the aircraft engine cool is even more critical because result of a fire in the aircraft engine (caused due to ignition of fuel due to excessive heat), would be a crash and probable death of all occupants. A car on the other hand, can just be brought to a stop by the road side. Compression always leads to heat. So, when air is compressed in an aircraft engine, heat is generated. Also, the mass flow rate of air through the engine will have an effect on engine temperature and engine performance. Other factors that affect aircraft engine performance include the engine operating temperatures, the pressure ratio of the compressor, turbine inlet temperature, and also the individual component efficiencies. An optimum turbine inlet temperature, pressure ratio, and air mass flow rate are selected to obtain the required performance in the most efficient manner. For this reason, it is imperative that the compressor temperature be closely monitored and corrective action be initiated in the event of excessive compressor temperature. The compressor supplies air at high static pressures typically 33 pounds of air per second. This causes a raise in the temperature of the air by about 550F as the air is compressed and moved rearward. Excess heat will lead to a drop in the aircraft engine performance. This is where the Compressor Discharge Temperature (CDT) probe comes into play. JPI instruments manufacturers the World’s best quick responding CDT Probes which is installed just after the inter-cooler. The probe is installed with a #40 stainless steel clamp. A large clamp is supplied to fit around the airport leaving the inter-cooler. Every CDT probe is provided with a stainless steel clamp Thimble, a Stainless Steel Exhaust Seal Washer, a Stainless Steel Screw Type Clamp and a 10 Ft. Option Wire. The CDT probe is either connected to an Electronic Data Management Systems in the cockpit or to a standalone temperature gauge. For more information on CDT probes manufactured by JPI, please visit: https://www.jpinstruments.com/shop/cdt-probe/ |
AuthorJ.P.Instruments was founded in 1986 in Huntington Beach, California, USA. Its founder, Joseph Polizzotto, is now the current CEO. Archives
May 2019
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