ADVANCED ELECTRONIC INSTRUMENTATION

INSTALLATION NOTICE

The conditions and tests required for TSO approval of this article are
minimum performance standards. It is the responsibility of those
installing this article either on or within a specific type or class of aircraft
to determine that the aircraft installation conditions are within the TSO
standards. TSO articles must have separate approval for installation in
an aircraft. The article may be installed only if performed under 14CFR
part 43 or the applicable airworthiness requirements.

PURCHASER / USER AGREEMENT

The purchaser and/or user, by accepting this equipment, agrees to hold

VISION MICROSYSTEMS INCORPORATED, its owners, assigns,
heirs and employees, free and harmless from all loss, liability or
damage resulting from claims brought by any reason of alleged failure
or defect of any parts supplied by
VISION MICROSYSTEMS INCORPORATED.

VISION MICROSYSTEMS INCORPORATED has made every effort to

document this product accurately and completely. However, VISION
MICROSYSTEMS INCORPORATED assumes no liability for errors or
for damages that result from the use of this manual or the equipment it
accompanies. VISION MICROSYSTEMS INCORPORATED reserves
the right to make changes to this manual and the product at any time
without notice.

****** TO RECEIVE WARRANTEE COVERAGE *******

FILL OUT AND RETURN THE WARRANTEE AGREEMENT.

VISION MICROSYSTEMS INCORPORATED

4255 Mitchell Way
BELLINGHAM, WASHINGTON 98226
PHONE (360) 714-8203 FAX (360) 714-8253
www.visionmicrosystems.com
 WARRANTY AGREEMENT
Vision Microsystems Inc. warrants to the original purchaser that the articles furnished are
free from defects in material and workmanship and will perform to the applicable
published specifications for one year from date of installation and subsequent operation.
The installation and use of this equipment constitutes an agreement between the original
purchaser and/or user to the following terms and conditions of this warranty:

1. The liability of Vision Microsystems Incorporated shall be limited to replacing or

repairing, at its option, any defective components which are returned, freight prepaid, to
Vision Microsystems Incorporated or an authorized repair center.
2. In no event shall Vision Microsystems Incorporated be held liable for damages to
property or personnel due to the use of this product.
3. Equipment or parts which have been subjected to misuse, abuse, accident, alteration,
neglect, unauthorized repair or installation are not covered by this warranty. Vision
Microsystems Incorporated shall have the right of final determination as to the existence
and causes of defect.
4. When items are replaced or repaired, the warranty shall continue in effect for the
remainder of the warranty period or for 90 days, whichever is longer.
5. This warranty is in lieu of any other warranty expressed or implied.
6. The purchaser/operator shall lawfully sign and date this agreement stating the date of
system installation and return it to Vision Microsystems Incorporated for registration.
7. Internal battery life is not included in warranty.

DATA PROCESSING UNIT SERIAL NUMBER:

FIRST FLIGHT DATE: month: day: year:
NAME (printed)
I have read this agreement and agree to the terms and conditions.
SIGNATURE :

VISION MICROSYSTEMS INCORPORATED

4255 Mitchell Way
BELLINGHAM, WASHINGTON 98226
PH:(360) 714-8203 FX:(360) 714-8253
 TABLE OF CONTENTS

INSTALLATION AND OPERATION:

1.1 DPU, SWITCH, DISPLAY CABLE INSTALLATION............... 1

1.1.1 DPU Mounting .......................................................................... 1
1.1.2 Wiring of DPU Harness Connectors P1 and P2 ........................ 1
1.1.3 Wiring of DPU Display Cable Harness..................................... 1

1.2 INDICATOR MOUNTING AND CONNECTION ...................... 2

1.3 MODE SWITCH INSTALLATION ........................................... 3

1.4 RPM TRANSDUCER INSTALLATION ................................... 4

1.5 MANIFOLD PRES. TRANSDUCER INST. ............................. 5

1.6 OIL TEMPERATURE TRANSDUCER INST. .......................... 6

1.7 OIL PRESSURE TRANSDUCER INST. ................................. 6

1.8 FUEL FLOW TRANSDUCER INST. ....................................... 7

1.9 FUEL PRES. TRANSDUCER INST ........................................ 8

1.10 CYLINDER HEAD TEMP PROBE INST. ................................ 9

1.11 EXHAUST GAS TEMP PROBE INST................................... 10

1.12 VOLTAGE SENSE WIRE INST. ........................................... 11

1.13 AMP TRANSDUCER INST. .................................................. 11

1.14 O.A.T. TRANSDUCER INST................................................. 12

1.15 C.A.T. TRANSDUCER INST. ................................................ 12

1.16 IO INTERFACE BOARD INST. ............................................ 13

1.17 FUEL LEVEL MOUNTING KIT INST.................................... 15

1.18 FUEL PROBE INST. ............................................................. 17

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 TABLE OF CONTENTS

2.1 INITIAL SYSTEM SET-UP .................................................... 18

2.2 TACHOMETER OPERATION............................................... 19

2.3 MANIFOLD PRESSURE OPERATION ................................ 20

2.4 OIL SYSTEM OPERATION .................................................. 21

2.5 FUEL COMPUTER SYSTEM OPERATION ......................... 23

2.6 INITIAL SET UP OF THE FUEL COMPUTER ..................... 24

2.7 ADDING FUEL TO THE FUEL COMPUTER ....................... 25

2.8 FUEL COMPUTER NORMAL OPERATION MODES .......... 26

2.9 CYLINDER ANALYZER SYSTEM OPERATION ................. 27

2.10 LEANING YOUR ENGINE .................................................... 28

2.11 ELECTRICAL MONITORING SYSTEM OPERATION ......... 29

2.12 AIR TEMPERATURE SYSTEM OPERATION...................... 30

2.13 CHRONOMETER SYSTEM OPERATION ........................... 31

2.14 INITIAL CHRONOMETER SET UP ...................................... 32

2.15 CHRONOMETER MODES ................................................... 34

2.16 IO INTERFACE BOARD OPERATION................................. 36

2.17 FUEL LEVEL SYSTEM OPERATION .................................. 37

2.18 FUEL LEVEL SYSTEM CALIBRATION ............................... 37

3.1 INDICATOR CARE AND MAINTENANCE ........................... 39

3.2 TRANSDUCER CARE AND MAINTENANCE ...................... 40

3.3 DATA PROCESSOR CARE AND MAINTENANCE ............. 40

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 TABLE OF CONTENTS

3.4 CUSTOMER SERVICE ......................................................... 41

4.1 INSTALLATION REFERENCE ............................................. 43

REFERENCE INFORMATION:
FIGURE 1: EPI 800 IND. & SWITCH MOUNTING ............................... 44
FIGURE 2: C.A.T. PROBE MOUNTING .............................................. 45
FIGURE 3: DPU MOUNTING................................................................ 46
FIGURE 4: FUEL PROBE INST. DRAWING ........................................ 47
FIGURE 5: DPU P1 Cable Preparation ............................................... 48
FIGURE 6: RPM Transducer Placement ............................................ 50
FIGURE 7: Fuel Flow Transducer Orientation .................................. 51
FIGURE 8: Amps Transducer Orientation ......................................... 52
FIGURE 9: Display Cable Shield Installation .................................... 62

APPENDIX A: Transducer Connector Wiring Techniques ............... 53

APPENDIX B: DPU P1 Connector Harness Fabrication ................... 55
APPENDIX C: DPU P2 Connector Harness Fabrication ................... 58
APPENDIX D: Display Cable Fabrication ........................................... 60
APPENDIX E: IO Interface Board J2 Wiring ...................................... 64
APPENDIX F: System Block Diagram ................................................ 65
APPENDIX G: Recommended Tools .................................................. 66
APPENDIX H: Fuel Level System Calibration Chart ......................... 67
APPENDIX I: Specifications & Operating Conditions ...................... 70
APPENDIX J: Troubleshooting Guide ............................................... 71

TABLE 1: DPU Harness P1 Connector Wiring .................................. 57

TABLE 2: DPU Harness P2 Connector Wiring .................................. 59

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 SECTION 1: INSTALLATION 1

1.1 DPU, SWITCH, DISPLAY CABLE INSTALLATION

1.1.1 DPU Mounting

The unit should not be mounted in the engine compartment, but
rather in a dry cool cabin location with easy accessibility for wiring,
installation and removal. Approximately every 8 years, an internal
lithium battery pack module will need to be replaced. Also, if you have
a ‘Fuel Level System’ then you will need to initially remove the DPU to
replace the internal database chip after recording data for your
custom fuel level and/or checklist database chip.

1.1.2 Wiring of DPU Harness Connectors P1 and P2

There are two D-Style connectors on the DPU, J1 and J2. You will
fabricate the mating harnesses by wiring the included connectors P1
and P2. All power, ground and transducer wires (except fuel level
transducers) connect to the DPU harness connectors. Refer to
’APPENDIX B’ and ‘APPENDIX C’ for DPU wiring connections.
NOTE: On P1, all cable shield wires are to be connected to the
system shield wire, which is then connected to P1-1. The braided
shield wire at the transducer end should be snipped off.

1.1.3 Wiring of DPU Display Cable Harness

The display cable is simply fabricated by positioning the connectors
on the flat ribbon cable where they are required, then crimping them
onto the cable and finally installing the flat cable shielding (if optionally
included in kit).
See ‘APPENDIX D: Display Cable Fabrication‘.

IMPORTANT NOTES:
 REVIEW: ‘Connector Wiring Techniques’ section prior to wiring
the connectors. Special solder flux MUST BE USED for the CHT,
EGT or TIT connections.
 DO NOT: connect ‘DPU power input’ to the same aircraft circuit
breaker as ‘BACKLIGHT power input’.
 DO NOT: connect ‘Volt Sense Wire’ to a point, which does not
have breaker, or fuse protection.
 DO NOT: allow static electricity to contact any terminal. Always
discharge yourself to ground first !

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 2 SECTION 1: INSTALLATION

1.2 INDICATOR MOUNTING AND CONNECTION

Mounting:
Indicators are mounted to the panel from the backside. Four mounting
screws are provided for this purpose. Do not use longer screws or
damage to the instrument will result. The supplied screws will
accommodate panel thickness from 0.062 to 0.050 inches. If a panel
thickness of other than this is required, then determine the difference in
thickness and procure new screw length accordingly. Test your new
screw lengths by finger tightening them into the panel and indicator. The
screws should tighten against the panel only and should not 'bottom out'
in the indicator. Be careful not to cross thread the screws or the indicator
bezel will be permanently damaged. The cut-out and mounting space
requirement information is provided in 'FIGURE 1: EPI 800 IND. &
SWITCH MOUNTING'.
If you are uncomfortable with laying out the hole patterns, check with the
factory for availability of indicator cutout templates.

Connection:
Indicators are connected to the DPU by plugging them into any desired
connector on the Display Cable. Be careful not to press on indicator
glass surface while inserting connector.

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 SECTION 1: INSTALLATION 3

1.3 MODE SWITCH INSTALLATION

Mode Switch(s) are supplied with the Chronometer, Fuel Computer

and/or Cylinder Analyzer options (a mode switch will be temporarily
needed for calibration of the Fuel Level System option). Refer to
‘FIGURE 1: EPI 800 IND. & SWITCH MOUNTING’.

STEP 1. Once the switch hole has been located and drilled, remove
the paper backing and vinyl front covering from the switch
plate. The switch plate has an adhesive backing to aid in
placement of the plate. Press the plate into position.

STEP 2. Rotate the switch shaft as far counter-clockwise as it will

travel (as viewed facing the shaft). The switch comes with
the lock washer, nut and (optionally) a position locking ring
loosely installed. When removing the nut, if a position locking
ring is installed DO NOT allow it to change position. If you
have accidentally moved the ring, it should be placed back
onto the switch with the tab inserted into the hole between
switch position numbers '9' and '10'. This tab acts as a stop
to only allow switch positions 1 through 9 to be selected.

STEP 3. Insert the switch assembly (switch, optional position locking

ring and lock washer) through the back of the panel. Place
the nut on the switch and finger tighten. Place the knob over
the shaft such that one of the two set screws is
perpendicular to the 'flat' on the shaft. Tighten this set screw.
Now rotate the entire switch assembly until the slotted line on
the knob is aligned with the left lower white line on the switch
plate.

STEP 4. If necessary, carefully remove the knob without disturbing

the current switch assembly location. Now CAREFULLY
tighten the nut (too much force will break the switch). If
necessary, reinstall the knob as before and tighten both set
screws. Verify correct alignment with all switch plate
positions. Plug the switch assembly connector into the small
connector on the appropriate indicator.

EPI800 Manual.doc EPI 800 MANUAL 2001 Vision M

 4 SECTION 1: INSTALLATION

1.4 RPM TRANSDUCER INSTALLATION

MAGNETOS:
For magnetos, the transducer is screwed into the ‘magnet vent port’
nearest the magneto mounting flange that attaches to engine. Do not
mistake the ‘rotor vent port’ nearest the spark plug harness assembly
for it. See ‘FIGURE 6: RPM Transducer Placement’. Contact the
factory if your engine is equipped with the ‘single drive dual magneto’,
as the sensor mounting is different.

If possible, install transducer to the non-impulse coupled magneto.

See engine manual to identify which magneto is non-impulse coupled.
Once the magneto has been chosen, remove the existing vent plug
and screw the RPM transducer in its place, then tighten. Connect to
the DPU Harness as shown in ‘APPENDIX B: DPU P1 Connector
Harness Fabrication’. You may connect it either using the supplied
terminals or with an equivalent or better method.

ELECTRONIC IGNITION:
If you are connecting to an Electronic Ignition that does not use
magnetos, the RPM transducer is not installed. Instead, connect the
manufacturers ‘tach signal output’ in place of the RPM transducers
White signal wire. No ground connection should be needed between
the ignition and RPM cable, if the electronic ignition is very well
grounded. In case you did not originally order the instrument system
for electronic ignition, contact the factory if, as the configuration may
need to be changed. Note that we cannot guarantee compatibility with
electronic ignition systems as they are designed and revised without
our control.

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 SECTION 1: INSTALLATION 5

1.5 MANIFOLD PRES. TRANSDUCER INST.

The transducer is mounted in a temperature controlled environment in
the cabin area utilizing the 10-32 UNF-2B tapped threads. Install the
supplied transducer snubber (hex brass part) to the transducer using
a pipe thread sealant and tighten to prevent leakage. Fabricate an
aircraft grade hose assembly and connect between the snubber (1/8
female NPT) and engine manifold pressure port (see your engine
manual for this location and thread requirements).
Connect to the DPU harness as shown in
‘APPENDIX B: DPU P1 Connector Harness Fabrication’ using the
supplied terminals.

IMPORTANT NOTES:

 DO NOT: remove or drill the snubber inner silver filter.

 DO NOT: modify, connect to, or break off the small black

plastic hose nipples on the sensor body.

 DO NOT: mount the transducer near extremely hot areas such

as heater ducts, etc.

 DO NOT: mount the transducer where corrosive or conductive

fluids may contact it during operation or maintenance.

 DO NOT: mount the transducer in the engine compartment.

 DO NOT: mount the transducer lower than the engine manifold

access port, or accumulated fuel/oil in the hose will not run
back into the engine and may cause sluggish performance.

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 6 SECTION 1: INSTALLATION

1.6 OIL TEMPERATURE TRANSDUCER INST.

Before installing the transducer, twist the red and black leads together,
so there is a twist approximately every ½ inch or so. The transducer is
mounted on the engine and is designed for mounting according to
MS28034-1 for most USA aircraft manufactured engines. Consult your
engine manual for the proper installation location and compatibility. A
gasket is supplied for use with the temperature transducer. Install
transducer before connecting it to the cable. Avoid placing the
transducer and wiring near any transmitter cables or antennas as they
can radiate enough energy to temporarily disturb the readings. Connect
to the DPU harness as shown in ‘APPENDIX B: DPU P1 Connector
Harness Fabrication’.
You may either connect using the supplied terminals or with an
equivalent or better method.

1.7 OIL PRESSURE TRANSDUCER INST.

Using the provided 'Adell' clamp, mount the transducer to a stationary
location, such as the engine mount or firewall, then safety wire it to the
clamp. Insure the safety wire does not contact any wiring on the
transducer. Connect the transducer pressure port using the appropriate
aircraft grade hose and fittings. The transducer has a 1/8 NPT external
thread to accommodate many plumbing options. Use only aircraft grade
fittings and hoses rated for use on this application. Refer to your engine
manual for the proper engine oil pressure port location. Connect to the
DPU harness, using a hirschmann connector, as shown in ‘APPENDIX
B: DPU P1 Connector Harness Fabrication’.

IMPORTANT NOTES:

 DO NOT: mount transducer directly on engine.

 DO NOT: mount the transducer where corrosive or conductive

fluids may contact it during operation or maintenance. Cover
during any washdown operation.

 DO NOT: solder onto terminal lugs of the transducer.

 DO NOT: dent or deform the transducer in any way or improper

operation will result

EPI800 Manual.doc EPI 800 MANUAL 2001 Vision Micr

 SECTION 1: INSTALLATION 7

1.8 FUEL FLOW TRANSDUCER INST.

The fuel flow transducer is mounted in the pressurized side of the fuel
delivery line of the engine, not on the suction side. Contact us if your
engine does not have an engine driven fuel pump. The transducer inlet
and outlet are tapped ¼” NPT. Use only aircraft grade components
appropriate for the plumbing. Connect to the DPU harness as shown in
‘APPENDIX B: DPU P1 Connector Harness Fabrication’ using the
supplied terminals or with an equivalent or better method.

For carburetors the transducer is typically located between the engine

driven pump and carburetor. For injected applications it is typically
located between the fuel flow servo and flow divider or, between the
engine driven pump and fuel flow servo. Check with the airframe/engine
manufacturer for the proper location.

IMPORTANT NOTES:
 DO NOT: mount the transducer where 'upstream turbulence'
may exist, such as sharp bends or other disturbances in the
fuel line. A desired minimum straight run of 5 inches of inlet
fuel line is recommended.

 DO NOT: ground the transducer body to any part of the aircraft,

if possible. Otherwise INSURE that the engine is EXTREMELY
well grounded.

 TRANSDUCER ORIENTATION: If the transducer is not

oriented properly (with respect to level) a significant accuracy
error can occur. See ‘FIGURE 7: Fuel Flow Transducer
Orientation’ for the proper orientation.

 After installation, we recommend wrapping the transducer with

a blanket of heat barrier material such as 'FIRE SLEEVE'.
Make sure the material is properly secured using standard
aircraft practices and procedures.

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 8 SECTION 1: INSTALLATION

1.9 FUEL PRES. TRANSDUCER INST

Using the provided 'Adell' clamp, mount the transducer to a stationary
location, such as the engine mount or firewall, then safety wire it to the
clamp. Insure the safety wire does not contact any wiring on the
transducer. Connect the transducer pressure port using the appropriate
aircraft grade hose and fittings. The transducer has a 1/8 NPT external
thread to accommodate many plumbing options. Use only aircraft grade
fittings and hoses rated for use on this application. Connect to the DPU
harness, using a hirschmann connector, as shown in ‘APPENDIX B:
DPU P1 Connector Harness Fabrication’.

FOR CARBURETED ENGINES, the fuel pressure transducer hose

should be installed in a position to monitor carburetor inlet pressure.

FOR INJECTED ENGINES, the fuel pressure transducer hose should

be installed in a position to monitor pressure at the fuel inlet to the fuel
flow servo controller (or throttle body) assembly, NOT at the fuel flow
divider.

IMPORTANT NOTES:

 DO NOT: mount transducer directly on engine.

 DO NOT: mount the transducer where corrosive or conductive

fluids may contact it during operation or maintenance. Cover
during any washdown operation.

 DO NOT: solder onto terminal lugs of the transducer.

 DO NOT: dent or deform the transducer in any way or improper

operation will result

EPI800 Manual.doc EPI 800 MANUAL 2001 Vision Micr

 SECTION 1: INSTALLATION 9

1.10 CYLINDER HEAD TEMP PROBE INST.

Install the probe assemblies in the tapped holes located on the

underside of the cylinders. The threads in the holes may require
cleaning. Proceed carefully to prevent damaging the threads.

Route wires away from exhaust stacks and other heat sources with
enough slack to allow for engine vibration, etc. Do not route the leads
creating stress where they exit the probe. A gradual radius away from
the probe is best.

After installation is completed, connect the probe utilizing the white and
red color-coded thermocouple extension wire and terminals as shown in
‘APPENDIX C: DPU P2 Connector Harness Fabrication’.

IMPORTANT NOTES:

 Probe shorter lead is RED, and the longer is WHITE.

 Extension wire may be cut to desired length.

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 10 SECTION 1: INSTALLATION

1.11 EXHAUST GAS TEMP PROBE INST.

Drill an adequate access hole, for the probe tip, in the exhaust pipe, at a
location 3.5 to 4 inches (if possible) down from the exhaust pipe flange,
such that the lead wires will exit the probe smoothly without creating
sharp bends, while remaining away from exhaust stacks and other heat
sources. Angle the probe assembly inward and toward the back of the
engine allowing the leads to be secured as they travel back along the
side of the engine oil sump.

Install the probe by opening the clamp ring and placing the probe into
the exhaust pipe drilled hole. Close and tighten the clamp ring using a
screwdriver. Do not over tighten clamp or clamp failure may eventually
occur. Make sure the clamp is not crooked on the exhaust pipe or it will
loosen up due to vibration.

Secure the wires along their paths to the DPU, to prevent vibration and
abrasion with enough slack to allow for engine vibration, etc. Route
wires away from exhaust stacks and other high heat sources. Do not
route the leads creating stress where they exit the probe. A gradual
radius away from the probe is best.

After installation is completed, connect the probe utilizing the yellow and
red color-coded thermocouple extension wire and terminals as shown in
‘APPENDIX C: DPU P2 Connector Harness Fabrication’.

IMPORTANT NOTES:

 Probe shorter lead is YELLOW, and the longer is RED.

 Extension wire may be cut to desired length.

EPI800 Manual.doc EPI 800 MANUAL 2001 Vision Micr

 SECTION 1: INSTALLATION 11

1.12 VOLTAGE SENSE WIRE INST.

The voltage sense wire can be connected to monitor the main bus, the
avionics bus, or any other point for voltage measurement, as long as
the voltage does not exceed +36 VDC. See ‘APPENDIX B: DPU P1
Connector Harness Fabrication’.

IMPORTANT NOTES:

 DO NOT: connect the wire to an unprotected source. It must

have an in-line fuse or be connected to the output side of a
breaker.

1.13 AMP TRANSDUCER INST.

The transducer is preferably mounted in the cabin area. If this is not
possible, then it should be protected from high heat sources and
possible contamination from fluids. Route the wire which originates from
the alternator output (usually marked 'BAT') INTO the circuit board side
and OUT the sensor (round black device) side. See ‘FIGURE 8: Amps
Transducer Orientation’. If properly installed, the AMPS readout will
increase as more electrical loads are turned on and the alternator is
active. Shielded alternator wire is OK.
Connect to the DPU harness as shown in ‘APPENDIX B: DPU P1
Connector Harness Fabrication’ using the supplied terminals.

IMPORTANT NOTES:

 DO NOT: Mount transducer in the engine compartment without

protection from heat and/or fluids.

 DO NOT: solder onto terminal lugs of the transducer.

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 12 SECTION 1: INSTALLATION

1.14 O.A.T. TRANSDUCER INST.

Before installing the transducer, twist the red and black leads together,
so there is a twist approximately every ½ inch or so. Mount the
transducer in an area of outside air that is undisturbed and not affected
by engine or cabin heat. Avoid placing the transducer and wiring near
any transmitter cables or antennas as they can radiate enough energy
to temporarily disturb the readings. The transducer thread is 1/4-28
UNF-2A. Do not over tighten the transducer or damage will result.
Connect to the DPU harness as shown in ‘APPENDIX B: DPU P1
Connector Harness Fabrication’. You may either connect using the
supplied terminals or with an equivalent or better method.

1.15 C.A.T. TRANSDUCER INST.

Before installing the transducer, twist the red and black leads together,
so there is a twist approximately every ½ inch or so. The transducer is
mounted in the forward side of the carburetor via an access hole that is
cast into the carb body as shown in ‘FIGURE 2: C.A.T. PROBE
MOUNTING’. If this hole is filled with a lead ball plug, it will have to be
removed, counter-bored and tapped. The transducer thread size is 1/4-
28 UNF-2A. Consult a licensed A&P mechanic for this operation. If it
has a threaded plug, remove it. Install an internal lock washer over the
transducer (not included) and insert the transducer. Insure that it turns
completely into the threads and 'bottoms out' against the flat surface on
the carburetor. Remove again and apply a thread sealant with light
locking properties on only the last three threads nearest the hex head of
the probe and re-install. Do not over tighten the transducer or damage
will result. We recommend finger tightening the transducer and then
carefully tightening a max of 1/6 to 1/4 additional turn. Avoid placing the
transducer wiring near any transmitter cables or antennas as they may
radiate enough energy to temporarily disturb the readings. Connect to
the DPU harness as shown in ‘APPENDIX B: DPU P1 Connector
Harness Fabrication’. You may either connect using the supplied
terminals or with an equivalent or better method.

EPI800 Manual.doc EPI 800 MANUAL 2001 Vision Micr

 SECTION 1: INSTALLATION 13

1.16 IO INTERFACE BOARD INST.

The IO Interface Board is installed in a location that is free from

moisture, excessive temperature and debris. Since it is a circuit board,
you must decide if it will need a protective enclosure for your
installation. To wire it to the system, connect J1 to the DPU flat display
cable at any connector location. Note that the connectors are keyed to
prevent incorrect insertion and also that the black locking arms snap
over into position.

ANNUNCIATOR LAMP WIRING: All warning lights, audio alert and

fuel level signals are connected to the IO Interface Board. The IO
Interface Board output provides the equivalent of a switch closure to
ground, so for polarized lamps (LED’s for example), the negative leg
of the lamp is connected to the desired IO Interface Board terminal
and the other leg to the positive voltage source (not to exceed 28vdc).
The IO Interface Board can handle up to 0.08 amps (80 milliamps)
per lamp.

AUDIO ALERT WIRING: The IO Interface Board provides a low level

audio signal output for connection to the amplified audio system of the
aircraft. (See your audio panel or radio installation manual for their
recommended connection locations). This audio level is adjustable by
turning the marked potentiometer on the IO Interface Board to
achieve the desired audio level. An optional 'mute' switch can be
connected to the IO BOARD for testing and/or acknowledging an
immediate alert.

ACKNOWLEDGE SWITCH (opt.): A switch of the type ‘momentary

contact, normally open, SPST’ can be installed to ‘acknowledge’ any
new alert and to test the IO Interface Board.

See ‘APPENDIX E: IO Interface Board J2 Wiring’ for all IO Interface

Board connection information. Use standard techniques for wiring to
the D-Style connector. Select the best backshell grommet that
provides a snug fit around the finished wire harness.

EPI800 Manual.doc EPI 800 MANUAL 2001 Vision M

 SECTION 2: OPERATION 15

1.17 FUEL LEVEL MOUNTING KIT INST.

************************** WARNING ***************************************

DO NOT INSTALL PROBE INTO METAL MOUNTING FLANGE
WITHOUT FIRST APPLYING THREAD LUBRICANT OR DAMAGE
WILL OCCUR. INSURE ALL THREADS ARE FREE FROM BURRS AND
DEBRIS. WIRE LEADS OF PROBE ARE FRAGILE AND MUST NOT BE
PULLED, TURNED OR STRAINED IN ANY WAY OR DAMAGE WILL
RESULT AND VOID WARRANTY.
*******************************************************************************
The Fuel Level Probes are designed to be installed in virtually all types
of wing tank configurations. The basic objectives are to install the probe
so that it can 'sense' the fuel level change from full tank to empty tank
(i.e., the probe is wetted the least at empty tank and is wetted the most
at full tank ) and to position it in such a manner as to allow insertion and
removal.
The probe may be cut to a minimum of 16 inches in length overall
(metal end to metal end) and mounted in any direction. Internal spacers
are located approximately every foot that supports the inner rod. The
inner rod should not go unsupported for more than 2 inches. If this is
the case after you cut the probe, remove a spacer from the scrap
section and install it into the end of the probe over the inner rod and
crimp the rod to prevent it from moving.

See ‘FIGURE 4: FUEL PROBE INST. DRAWING’

for an example probe installation. Consult your aircraft construction
manual for the proper techniques regarding installation, bonding, sealing
and laminating, etc. These are intended as examples only. As each tank
configuration may be different, it is your responsibility to design and
implement a proper installation method for your aircraft. The example
shows a cross section of a typical long flat wing tank. Typically the probe
enters the tank from the inboard fuel bulkhead and angles upward so
that it is 'wetted' from empty tank to full tank proportionately. INSURE
that nothing interferes with the probe such as a 'flop tube', fuel pick ups,
vents or drains, etc.
The probe may enter a fuel tank from the bottom up, or vice versa, as
long as the probe sees at least a 85% coverage change from full to
empty.

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The following notes should be observed to aid in the proper installation

of the probes.

NOTE 1: Mounting flange installation (Metal knurled flange)

For composite aircraft, the metal mounting flange is 'potted' into the
tank close-out rib at an angle as dictated by probe placement in the
tank. INSURE that the flange edges are surrounded by a generous
margin of the potting and that 3 layers of laminate are laminated over
the potted areas. This is necessary to insure that the flange is 'fuel
tight', mechanically rigid and will not be 'cracked' loose during fuel probe
installation or vibration in use. Consult your aircraft manual for proper
bonding techniques. For metal tanks, the mounting flange is a weldable
aluminum alloy allowing many attachment options.

NOTE 2: Bushing installation (white bushing)

The probe (if longer than 48 inches) should be supported in the middle.
Install a bushing in the middle rib or baffle using the fuel probe as the
alignment guide. Bond the bushing to the rib / baffle using the
techniques recommended in your aircraft construction manual.

NOTE 3: End support (white bushing)

The probe end must be supported if more than 4 inches of length
remains after the last support point. Position a bushing near the end of
the probe so that the edge of the probe is approximately 1/8 inch from
the wing skin. Secure the bushing at the surface of the wing using
potting mixture. Lay up two layers over the bushing while the potting
mixture is still soft to hold the bushing in place. Use the bonding
techniques recommended in your aircraft construction manual.

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1.18 FUEL PROBE INST.

******************************** WARNING ******************************

DO NOT INSTALL PROBE INTO METAL MOUNTING FLANGE
WITHOUT FIRST APPLYING THREAD LUBRICANT OR DAMAGE
WILL OCCUR. INSURE ALL THREADS ARE FREE FROM BURRS AND
DEBRIS. WIRE LEADS OF PROBE ARE FRAGILE AND MUST NOT BE
PULLED, TURNED OR STRAINED IN ANY WAY OR DAMAGE WILL
RESULT AND VOID WARRANTY.
****************************************************************************

NOTE: We DO recommend that you 'test install' the probe before the
wing is closed to check for proper fit, etc. See warning above.

However, we DO NOT recommend that you leave the probe in the wing
during closing as stray resin, etc. could drip and contaminate the probe
and bushings.

For 'final installation', prepare the pipe threads of the probe with an
aviation fuel proof thread sealant / lubricant according to sealant
manufacturers' directions. Insert the probe into the tank and through the
bushings until the threads engage. Hand tighten the probe. Now tighten
the probe with a torque wrench to a maximum of 230 INCH POUNDS.

Allow the sealant time to set, if necessary, according to the sealant

manufacturers' instructions before adding fuel to the tanks.

Once the fuel level system has been installed it needs to be calibrated.
See 2.18 FUEL LEVEL SYSTEM CALIBRATION.

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2.1 INITIAL SYSTEM SET-UP

Some of the EPI 800 features need to be customized for your aircraft
before operating. Some procedures are defined here, while others are
defined in their respective 'operation sections'. Follow the steps below
to properly set up your system:

STEP 1. See 2.6 INITIAL SET UP OF THE FUEL COMPUTER

STEP 2. See 2.18 FUEL LEVEL SYSTEM CALIBRATION
STEP 3. See 2.14 INITIAL CHRONOMETER SET UP

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2.2 TACHOMETER OPERATION

The tachometer system provides both a full sweep graphic analog

display and four place digital display. When you start the engine you
will see the analog graph rise in proportion to the engine speed. Full
color range marks provide you with a quick reference to monitor
normal, caution and red line engine RPM.

RPM:
The digital readout provides you with exact RPM information. The
resolution (or incremental steps) of the digital display is 10 RPM. For
example, the display might read '2400' and after you make a slight
increase in power, it would read '2410'. This is a definite advantage
over other digital tachs that read in less than 10 RPM steps. They
change so frequently that it becomes very distracting and annoying to
the pilot. We recommend using the digital display for RPM checks and
letting the engine stabilize for a minimum of three seconds during the
checks. The high accuracy of the tach will allow you to follow long-term
performance trends of your engine and prop, such as static maximum
rpm, carb heat effectiveness, and typical mag drops. These can be
important indicators of engine and accessory condition.

Engine Operating Hours:

Another feature is the 'engine hours counter'. When the engine is off,
the digital display reads the total accumulated engine hours to a
maximum of '5999.9'. Engine hours are accumulated any time RPM is
greater than 1500.

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2.3 MANIFOLD PRESSURE OPERATION

The manifold pressure system provides both a full sweep graphic

analog display and three place digital display.

The full sweep graphic display resolution is 1" IN. HG. The full color
range marks provide you with a quick reference to manifold pressure
when making fast power changes.

The digital readout provides you with precise manifold pressure

information. This allows very precise power settings to be achieved.

You can, for example, in stabilized conditions, watch for small changes
in pressure that can indicate throttle creep or induction problems.

For new induction system designs, or modifications to existing designs,

this repeatability is extremely valuable to judge the performance of the
design or design changes.

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2.4 OIL SYSTEM OPERATION

Both oil pressure and oil temperature are displayed continuously in two
separate full sweep graphic and digital areas.

Oil Pressure:
As oil pressure rises, the graph size increases proportionately. The full
color range marks let you see at a glance how close to red line oil
pressure you are.

The digital display reads out in 1 PSI increments to a maximum of 99.

This is very useful for monitoring typical engine oil pressure trends.
Because of the high accuracy and repeatability of this system, the oil
pressure can be closely monitored for unusual trends. For example, if
you are cruising in a stabilized condition, and the oil pressure starts to
count down, and oil temp is counting up, this could help you to identify
impending oil-loss or cooling problems.

Oil Pressure Alert:

A warning alert activates whenever the engines redline is reached. The
display will flash until this condition is corrected.

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Oil Temperature:
Oil temperature is displayed both graphically and digitally. As oil
temperature rises, the graph size increases proportionately. This is
consistent with the oil pressure display and makes it very easy to
determine relationships between the two parameters.

The full color range marks let you see at a glance how close to red line
oil temperature you are.

The digital display reads out in 1 degree Fahrenheit increments to a

maximum of 300 degrees. This is very useful for monitoring typical
engine oil cooling system performance.

For new engine installations, you can take advantage of the high
accuracy and repeatability for analyzing the engine oil cooler system
efficiency. If the cooling does not seem to be effective enough, you can
make changes and repeat your tests with the confidence that the next
test data will reflect the results of your changes.

Oil Temperature Alert:

Your oil temp system also provides you with built-in warning
annunciators. If the oil temperature rises above redline, the system
captures the event and the display is flashed until the problem is
corrected.

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2.5 FUEL COMPUTER SYSTEM OPERATION

Fuel Pressure:
Fuel Pressure is displayed both digitally and graphically. As fuel
pressure rises, the graph rises proportionately. Full color operating
range marks are provided that indicates the normal operating range of
fuel pressure for your engine at a glance. The digital display allows you
to see small variations and make notations of typical fuel pressure
behavior.

Fuel Pressure Alert:

The system has a built-in warning system and will flash should fuel
pressure move outside of the limits for your particular engine.

Fuel Flow:
Fuel Flow is displayed both digitally and graphically. As fuel flow
increases, the graph increases proportionately. The digital display
provides tenth gallon resolution.

Switch selectable features are:

'GPH' - Fuel Flow
'TOT' - Fuel remaining onboard
'FLT' - Fuel burned since last power-up
'HRS' - Hours of fuel remaining
'OK' - Accept the ‘Added’ Fuel to memory
'ADD' - Add fuel to memory.
'SUB' - Subtract in tenths from current amount to be ‘Added’
'CLR' - Clear displayed amount to be ‘Added’.

An exclusive feature of our fuel flow computer is its ability to 'damp out'
the wide variations in displayed fuel flow normally seen on other fuel
flow digital readouts. Our system will smooth these short term flow
variations to give you a steady flow indication with NO sacrifice in
accuracy.

Fuel Total Alert:

Your fuel computer has a built-in 'Low Fuel Total' warning annunciator.
When the computed fuel total is less than a factory programmed
amount (10 gallons standard), the display will flash.

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2.6 INITIAL SET UP OF THE FUEL COMPUTER

Your fuel computer features the capability of 'remembering' the SIZE

of your fuel tank. This is setup once after you receive your system, or
if for some reason the fuel computer memory has been lost. (NOTE:
A lithium battery module is located inside the DPU and will require
replacing about every eight to ten years.) Setting up the ‘FULL TANK
SIZE’ parameter is done by performing these steps:

STEP 4. With power ON, move the FUEL MODE SELECTOR SWITCH
to the blank position between 'GPH' and 'OK' and wait for the
display to blank-out and shut off power.

STEP 5. Turn on power and the display should now be showing 'FULL
?', which means the computer is 'asking' you if you want to set
up the SIZE of your tank.

STEP 6. Move the switch to the 'ADD' position and wait until the digital
display equals your aircraft's tank SIZE. To reduce the SIZE,
simply move the switch to the 'SUB" position and the display
will count back down.

STEP 7. When reaching the desired SIZE, quickly move the MODE
switch back to the blank position. The display will show 'rdy'.
Wait for this message to disappear.

STEP 8. Move the switch to 'TOT' position and shut off power. This
completes the setting of the 'FULL TANK SIZE'.

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2.7 ADDING FUEL TO THE FUEL COMPUTER

***************************** WARNING *********************************

IMPROPER USE OF THIS FEATURE WILL GIVE YOU INCORRECT
FUEL 'TOT' AND ‘HRS’ INFORMATION. INSURE THAT YOU
UNDERSTAND THE OPERATION OF THIS SYSTEM BEFORE
USING IT INFLIGHT. AFTER INSTALLATION AND PERIODICALLY
THEREAFTER, VERIFY THAT THE SYSTEMS ACCURACY IS
ACCEPTABLE FOR YOUR INTENDED USE.
****************************************************************************
Your fuel computer has a unique feature that allows you to 'ADD' fuel
according to how much has been pumped into the tank(s). You are not
required to calculate the new total fuel level after adding fuel, as on
many other fuel computers. This system does it for you. Follow the
steps below to 'ADD' fuel to the computer:

STEP 1. Place the MODE switch in the 'ADD' position and wait until
the digital display shows the fuel pumped into the tank. (If the
pump showed an uneven amount such as 17.8, then go to
the next gallon higher (18.0) and select 'SUB' and wait until
the display counts down to the pumped amount.) If you want
to start over, select 'CLR' which clears the display.

STEP 2. When the display shows the amount of fuel pumped into the
tank(s), quickly move the selector to the 'OK' position. The
display will show 'AddEd'.

STEP 3. Wait for this message to disappear and 'rdy' to appear. The
fuel has now been added to the existing computer memory
total. Select any other normal mode of operation.

NOTE: To top off the computers tank, just leave the mode switch in
'ADD' until the display stops counting up which signifies the full tank
size has been reached, then proceed from STEP 2.

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2.8 FUEL COMPUTER NORMAL OPERATION MODES

Choose one of the desired fuel computer modes on the selector

switch:

'GPH' - This mode displays the fuel flow in Gallons Per Hour both
digitally and graphically. The digital section provides 0.1 gallon
resolution. The graphic section provides you with a quick reference of
the current fuel flow. This is very useful during power changes. An
exclusive feature of our fuel flow computer is its ability to 'damp out'
the wide variations in displayed fuel flow normally seen on other fuel
flow digital readouts. Our system will smooth these short-term flow
variations to give you a steady flow indication with NO sacrifice in
accuracy.

'FLT' - This mode displays the gallons of fuel used in FLighT since
system power up. It is digitally displayed in 0.1 gallon increments. The
graphic display is shut off as it has no relationship to this parameter.

'HRS' - This mode displays the calculated HouRS of fuel remaining

(sometimes referred to as endurance), as a function of the current
flow rate and current fuel total in the computers memory. It is digitally
displayed in 0.1 hour increments. This mode is ONLY meaningful, if
you have kept the computers memory updated with fuel information
and have always had the computer operational when fuel is being
burned. The graphic display is shut off as it has no relationship to this
parameter.

'TOT' - This mode displays the current fuel total remaining in gallons.
It is digitally displayed in 0.1 gallon increments. This mode is ONLY
meaningful, if you have kept the computers memory updated with fuel
information and have always had the computer operational when fuel
is being burned. The graphic display is shut off as it has no
relationship to this parameter.

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 SECTION 2: OPERATION 27

2.9 CYLINDER ANALYZER SYSTEM OPERATION

The cylinder system indicator displays BOTH cylinder head
temperature and exhaust gas temperature functions simultaneously in
the left and right halves of the indicator.

An additional feature is that the display periodically 'tells' you the

current cylinders being monitored by displaying 'n1' for cylinder #1,
'n2' for cylinder #2 and so on.

CYLINDER HEAD TEMP is displayed in the left half of the indicator

both digitally and graphically. As temperature rises, the graph rises
proportionately. Full color operating range marks are provided that
indicate the normal operating range, caution, and red line temperature
of the cylinders at a glance. A scale is also provided allowing you to
quickly and easily see current operating values.

The digital display provides 10 degree resolution. Smaller increments

such as 1 degree can change too often and visually distract the pilot.

Additionally, our exclusive warning annunciator system flashes a

warning message, indicating if a cylinder has reached 'red line'
temperature (ex: 'H2' for hot cylinder 2), or is being 'shock cooled' (ex:
'c3' for cold cylinder 3).

EXHAUST GAS TEMPERATURE is displayed in the right half of the

indicator both digitally and graphically. As temperature increases, the
graph increases proportionately. A scale is also provided to allow you
to quickly and easily see the current temperature value. The digital
display provides 10 degree resolution.

The cylinder selector switch is used to select the operating mode.

'One switch' operation means mode selection is straightforward and
easy. Just rotate the positive action switch to the desired mode.

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2.10 LEANING YOUR ENGINE

Exhaust gas temperature is monitored on ALL of the cylinders. Our

exclusive automatic 'PEAK' detection mode makes leaning the engine
a simple operation. There are NO numbers to write down or
remember, NO changing between cylinders to find which cylinder is
peaking first, and NO mathematics to determine peak EGT and the
proper number to enrich the mixture to. For varying engine power
settings and load conditions, the EGT to peak first may not be the
same each time and not necessarily the hottest EGT.

STEP 1: Stabilize- the aircraft engine temps, throttle, rpm then

initially reduce a rich mixture to a typical lean value on the
rich side of peak EGT. This can be verified by enriching
mixture to see that all EGT values decrease.

STEP 2: Select ‘CLR’- Notice that the EGT display clears.

STEP 3: Select 'PEAK'- on the cylinder mode switch.

STEP 4: Smoothly lean- your mixture, at a rate of approximately 5

degrees a second, until the display flashes a 'P-n' message.
This signifies that peak EGT has been reached on cylinder
number 'n' (1 thru 6).

STEP 5: Smoothly enrich- your mixture until the bar graph drops
one space below the highest bar (the 'peak bar') on the
graph. This signifies 50 degrees RICH of peak, where most
engines are normally leaned to in cruise (consult your
engine owners manual). Of course you can lean even closer
by using the digital portion of the display.

Additionally, you can manually select any cylinder and observe the
individual exhaust gas temp for troubleshooting purposes.

NOTE: Peak mode only operates if ALL installed EGT/CHT probes

are functioning. A 'Er' message is displayed if there are probe
problems. Use the cylinder mode switch to identify the faulty probes.

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 SECTION 2: OPERATION 29

2.11 ELECTRICAL MONITORING SYSTEM OPERATION

VOLTAGE is displayed both graphically and digitally. Full color range

marks provide a quick reference for fast analysis of voltage levels. As
voltage rises, the graph size increases proportionately.

Voltage Alert: Your system has a built-in warning system that flashes
the display when system voltage is out of nominal range (either too low
or too high) .

AMPERAGE is displayed both graphically and digitally. Full color range

marks provide a quick reference for fast analysis of amperage levels.
As amperage rises, the graph size increases proportionately.
The digital readout displays amperage at 1 amp resolution. This is
useful for troubleshooting.

The amp system functions as an 'alternator load meter' displaying

current flow FROM the alternator TO the aircraft electrical system
allowing you to see if a load (such as pitot heat) is really drawing current
when turned on. You should see an increase on the amp display when
you turn on a load, such as pitot heat for example. This tells you that the
pitot heater is drawing power and is probably OK. By verifying that
voltage remains the same, then it can be assumed that the alternator is
supporting the additional load. A very handy feature for in-flight testing /
verification of electrical loads and the alternator charging system.

Amps Alert: Your system has a built-in warning that flashes the display
when the alternator does not produce power for the electrical system.

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2.12 AIR TEMPERATURE SYSTEM OPERATION

Both Outside Air Temp and Carburetor Air Temp are displayed, at the
same time, in one compact indicator for complete air temperature
information at a glance.

OUTSIDE AIR TEMPERATURE 'OAT' is displayed on the left hand side

of the indicator both graphically and digitally in degrees C. Most true
airspeed indicators have the temperature correction scale calibrated in
Degrees C, making it easy to enter the temperature directly from the
OAT display.

CARBURETOR AIR TEMP 'CAT' (or 'cabin air temp' for injected
aircraft) is displayed on the right hand side of the indicator both
graphically and digitally in degrees C.

As temperatures increase, the graph sizes increase proportionately. The

full color range marks let you see at a glance if you are in a temperature
area conducive to icing.

The digital displays read out in 1 degree C increments to a maximum of

99 C and a minimum of -50 C. This is very useful for monitoring small
changes in temperatures and for calculating temperature related
parameters. For new engine installations, you can take advantage of
the high accuracy and repeatability for analyzing carburetor heat
effectiveness.

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2.13 CHRONOMETER SYSTEM OPERATION

The chronometer system has BOTH digital and graphic displays of

various time-related parameters. The digital readout displays hours
'HRS', minutes 'MIN', and seconds 'SEC', continuously. The exclusive
positive-action rotary switch is used to select the various operating
modes.

The CHRONOMETER displays time in a 24 hour format. Both local

hours 'LOC' and universal 'UTC' time functions are provided. The stop
watch timer will both 'count up' and 'count down'.

In the 'Count Down mode' the graphic display initially starts at full
scale, and as time counts down, decreases in size proportionately
(i.e. when half the initial time remains, half of the graph remains). This
is very handy for timing instrument approaches, fuel tank changes
and next fix arrival.

An additional feature is the alarm annunciator. When time expires, the

entire display flashes alerting you to this fact. This is great for
applications such as timing approaches, time to destination or
expected checkpoint, or time to change tanks -- to name just a few.

The following page contains easy steps for initial setup and operation
of your chronometer.

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2.14 INITIAL CHRONOMETER SET UP

You will want to set your chronometer's universal and local time
functions. This is easily done by performing the following steps:

SETTING UNIVERSAL TIME COORDINATED (UTC):

STEP 1. With power on, place the selector switch in the 'straight up'
position (between the 'RUN' and 'STOP' positions). The
display should go blank.

STEP 2. Turn the power off for a few seconds, then back on. After a
short period of time, the display will alternate between 'Utc ?'
or 'Loc ?'.

STEP 3. First, you should set UTC time. When the display shows
'Utc ?', quickly move the selector switch to the 'HRS'
position. When the 'hours' value gets to the correct hour,
move the switch to the 'MIN' position. Set the 'minutes' value
a few ahead of actual time to allow you to set seconds. Move
the selector to 'SEC' and set it to your desired future time.
Move the switch to the 'STOP' position.

STEP 4. When the preset time equals the current time, move the
selector switch to the 'straight up' position as before. The
display will read 'Utcrdy'. Wait for this message to
disappear, then move the selector to any desired position.
(You can now check 'UTC' for the correct universal time.)

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 SECTION 2: OPERATION 33

SETTING LOCAL TIME:

STEP 1. With power on, place the selector switch in the 'straight up'
position (between the 'RUN' and 'STOP' positions). The
display should go blank.

STEP 2. Turn the power off for a few seconds, then back on. The
display will now alternately show 'Utc ?' and 'Loc ?'.

STEP 3. When the display shows 'Loc ?', move the selector switch to
the 'HRS' position. When the hours value gets to the correct
hour, move the switch to the 'straight up' position as before.
The display will read 'Locrdy'. Wait for this message to
disappear, then move the selector to any desired position.
(You can now check 'LOC' for the correct local time). NOTE:
Since universal and local minutes and seconds are the
same, you can only set local hours.

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2.15 CHRONOMETER MODES

TIME FUNCTIONS

'UTC' UNIVERSAL TIME COORDINATED

Simply move the selector to the 'UTC' position. The display will show
universal time in hours, minutes and seconds. A distinct graphic
pattern is also displayed to indicate that the 'time' mode is active.

'LOC' LOCAL TIME

Move the selector to the 'LOC' position. The display will show local
time in hours, minutes and seconds. A distinct graphic pattern is also
displayed to indicate that one of the two 'time' modes is active.

'FLT' FLIGHT TIMER

Move the selector to the 'FLT' position. The display will show the total
time in hours, minutes and seconds since the system was last
'powered-up'. This is useful for your log book entries and in-flight time
keeping. Be sure to note the 'FLT' time before shutting off the master
as it is cleared at next 'power-up'.

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 SECTION 2: OPERATION 35

‘COUNT UP’ STOP WATCH FUNCTION

STEP 1. Move the selector switch to the 'STOP' position. The display
will freeze.

STEP 2. When you want to begin timing, simply move the selector to
the 'RUN' position and the display will begin counting up. An
additional feature is that other functions (such as 'UTC',
'LOC', and 'FLT') are available while the stop watch is
counting.

STEP 3. When you want to stop timing, simply select 'STOP' and the
time is frozen for you to observe and/or record.

‘COUNT DOWN’ STOP WATCH FUNCTION

STEP 1. First, you will 'pre-set' your timer by moving the selector to
the appropriate 'SEC' (seconds), 'MIN' (minutes) and 'HRS'
(hours) and allowing each to increment up to the desired
value, then quickly moving the selector to the next desired
position. When this is completed, move the selector to
'STOP' to hold the current value. If you made a mistake,
move to the 'RUN' position for a few seconds, then set again.

STEP 2. When you are ready to begin timing, move the selector to the
'RUN' position. The graph will fill to full scale and the timer
will begin counting down. The graph now represents the
percentage of 'pre-set' time remaining. This is very handy for
an instrument approach or for timing when to switch fuel
tanks. It relieves you of the chore of noting clock times and
calculating minutes remaining, etc.

STEP 3. When time expires, the entire display flashes alerting you to
this fact. Move the selector switch to the 'STOP' position to
clear the countdown timer mode. NOTE: You can clear the
countdown timer mode any time it is running by moving the
switch to the 'stop' position.

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2.16 IO INTERFACE BOARD OPERATION

The IO Interface Board Annunciator operation is automatic. When an

alert condition initially happens, the corresponding warning
annunciator lamp (opt.) will begin to flash and a pulsing audio side
tone output is generated. This flashing and audio will continue for a
short time period, after which the flashing will change to a steady 'on'
condition and the audio will extinguish.

If you have connected an optional 'Acknowledge Switch’, the flashing

and audio can be terminated by pressing the switch for a short period
of time. Continuing to hold the switch down will generate a ‘SELF
TEST’ function that tests the annunciator lights and audio output.

The following is a list of annunciated alerts:

OIL TEMPERATURE - oil temp has been exceeded

OIL PRESSURE - oil pressure is too low
FUEL PRESSURE - fuel pressure is too low
FUEL COMPUTER TOTAL - computer fuel total is too low
LEFT TANK - left tank fuel level is too low
RIGHT TANK - right tank fuel level is too low
CENTER TANK - center tank fuel level is too low
VOLTAGE - voltage at sensing point is too low
AMPS - amperage discharge has been detected
PEAK EGT - peak egt has been reached in 'peak mode'
CHT - cylinder head(s) are too hot or shocked cooled
TIMER - count down time has expired

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2.17 FUEL LEVEL SYSTEM OPERATION

The fuel level system operates automatically, once the 'FUEL LEVEL
SYSTEM CALIBRATION' has been performed. The indicator displays a
left, center, and right digital read-out of the units of fuel remaining of up
to 99 units per tank. Additionally the left and right displays are also
presented graphically to show percentage of fuel remaining for quick
reference.

************************* WARNING **********************************

AIRCRAFT ATTITUDE AND OTHER FACTORS CAN AFFECT THE
ACCURACY OF THE FUEL LEVEL READINGS. AFTER
INSTALLATION AND PERIODICALLY THEREAFTER, VERIFY THAT
THE SYSTEMS ACCURACY IS ACCEPTABLE FOR YOUR
INTENDED USE.
**************************************************************************
If a probe is not installed or not functioning, that display is blanked. An
unsteady display value should be suspect and possibly disregarded as
faulty operation.

Fuel Level Alert: A low fuel level alarm has been incorporated into the
system which signals you when a minimum fuel level has been reached
in a given tank by displaying 'Lo' in the corresponding display area. This
value is picked at our factory but may be specified upon written request
at the time fuel calibration information is submitted to us.

2.18 FUEL LEVEL SYSTEM CALIBRATION

The fuel level system needs to be calibrated to your fuel tank. The
procedure is very easy to perform, but will take a little while to do
accurately.

TIPS:
 Sloshing the tanks with fuel before performing calibration can
result in a better eventual calibration as various contaminants etc.
will be flushed from the tanks and probes.

 You can do all tanks simultaneously by adding fuel increments to

each of them and following the step by step instructions.

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38 SECTION 2: OPERATION

IMPORTANT: During calibration, the aircraft must be positioned

rigidly on jacks or the equivalent, in the attitude that you want the fuel
calibration to be the most accurate (i.e. , in cruise or parked etc.).

STEP 1. Connect a selector switch to the fuel level indicator and select
desired tank. All positions are relative to switch being fully
CCW, which is considered ‘Position 1’.
- Position 2 to read LEFT TANK.
- Position 3 to read CENTER TANK.
- Position 4 to read RIGHT TANK.

STEP 2. WAIT a full 2 minutes, then find the location on the Fuel
Calibration Chart equal to the current fuel level. Select and
record the complete numerical values that appear in the display.
A value may be approx. 3800 for a 8 foot dry probe, or 19800
for a 16 inch dry probe. Values will decrease as fuel is added to
the tank(s).

STEP 3. ADD a 2 gallon fuel increment to each tank being calibrated and
go back to STEP 2. Repeat until all tanks have been filled and
recorded.

STEP 4. MAIL or FAX copies of the calibration sheets to us for

programming. BE SURE to fill in requested information on the
chart.

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 SECTION 3: SERVICE 39

3.1 INDICATOR CARE AND MAINTENANCE

The indicators require no scheduled care or maintenance. However,

you probably will want to clean them occasionally. We recommend
the use of diaper flannel. NEVER use paper towels or tissues, as they
can have a high abrasive content.

To properly clean your indicator, remove surface dust and abrasives

by blowing on the indicator face or brushing with a soft bristle brush.
Next, 'fog' the indicator with your breath and gently rub the indicator.
NEVER use any solvents or cleaning fluids on the indicators.

Should removal and re-installation of the indicator become necessary,

you should always use the same mounting screws, as damage to the
indicator will result if too long a screw is used.

Use care when connecting and/or removing the rear mounted

connectors as the ejector arms can be broken if improperly handled.

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SECTION 3: SERVICE 40

3.2 TRANSDUCER CARE AND MAINTENANCE

Never clamp down on the case of the pressure transducers with pliers
or similar tools or damage can occur. Do not expose transducers to
any washdown fluids.

Use caution when removing and installing the air temperature probes
as they can easily be over-torqued.

Always use a new gasket when removing and re-installing the oil
temperature transducer.

3.3 DATA PROCESSOR CARE AND MAINTENANCE

The DPU requires no care or maintenance except for a battery

memory pack. This pack has a life of 10 years and tends to average
about 8 years, depending on usage and average temperature. If the
pack loses charge, then 'Initial System Set-up' is required. See this
section for details. The total tach hours can also be re-loaded.
Contact the factory for details.

The pack can be field installed by a qualified technician. Contact the

factory for details.

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 SECTION 3: SERVICE 41

3.4 CUSTOMER SERVICE

You know your aircraft history better than anyone. Gathering the
following information before contacting us will help in quickly resolving
your problem. Our goal is to insure that your problem is quickly solved
and that it does not occur again. See ‘APPENDIX J: Troubleshooting
Guide’ for helpful information in diagnosing problems.

1. What were the conditions leading up to the problem? (Outside air

temperature, cabin air temperature, moisture conditions, electrical
system conditions, power settings, active accessories, etc.)

2. If intermittent, what are the conditions when the problem occurs?

(Temperature, moisture, electrical system loads, power settings,
active accessories, etc.)

3. Does the problem always act the same way?

4. What do the indicators show during the problem?

5. Does cycling the power to the system affect the problem?

6. Where and how did you connect the power leads to the system?

7. Where did you mount the DPU and transducers?

8. Have you carefully checked for loose or broken wires?

9. Have you referred to ‘APPENDIX J: Troubleshooting Guide’.

VISION MICROSYSTEMS INCORPORATED

4255 Mitchell Way
BELLINGHAM, WASHINGTON 98226
PH:(360) 714-8203 FX:(360) 714-8203

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 SECTION 4: INSTALLATION REFERENCE 43

4.1 INSTALLATION REFERENCE

The following pages contain general figures, tables and appendices

referencing ways to install, mount, attach and wire the various items.

Refer to the applicable manual sections to properly use this

information.

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SECTION 4: INSTALLATION REFERENCE 44

FIGURE 1: EPI 800 IND. & SWITCH MOUNTING

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 SECTION 4: INSTALLATION REFERENCE 45

FIGURE 2: C.A.T. PROBE MOUNTING

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SECTION 4: INSTALLATION REFERENCE 46

FIGURE 3: DPU MOUNTING

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 SECTION 4: INSTALLATION REFERENCE 47

FIGURE 4: FUEL PROBE INST. DRAWING

Expanded views are shown for the fuel level mounting hardware as
installed in a typical composite wing tank. See section on Fuel Level
System Component Installation.

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SECTION 4: INSTALLATION REFERENCE 48

FIGURE 5: DPU P1 Cable Preparation

Foil & plastic removed.

Shield removed.

Jacket removed.

Heat shrink applied.

Shield wire junction

soldered to cable.

Shield wires soldered.

Pins crimped to wires.

(See APPENDIX G
for Dsub pin crimp
tool.)

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 SECTION 4: INSTALLATION REFERENCE 49

DPU P1 Cable Preparation (cont.)

Pins inserted through

grommet and into
connector.

Harness inserted into

half of backshell with
grommet in proper
position.

Completed harness
assembly.

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SECTION 4: INSTALLATION REFERENCE 50

FIGURE 6: RPM Transducer Placement

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 SECTION 4: INSTALLATION REFERENCE 51

FIGURE 7: Fuel Flow Transducer Orientation

PN: 3010019 Transducer Orientation (arrow

must point up after installation)

PN: 3010032, 3010035 Transducer Orientation

(wires must point up after installation)

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SECTION 4: INSTALLATION REFERENCE 52

FIGURE 8: Amps Transducer Orientation

Pass monitored wire through AMPS transducer as shown with

current flow in proper direction.

TO
Alternator
Output TO
Aircraft Bus

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 SECTION 4: INSTALLATION REFERENCE 53

APPENDIX A: Transducer Connector Wiring Techniques

Lug Terminal Wiring Technique

IMPORTANT:
Wire should be stripped to 3/8 inch. 3/8 “

Notes:
1. Only use the recommended crimping tool or equivalent.
See APPENDIX G for Lug Terminal crimp tool.
2. FULLY insert wire so it goes slightly beyond metal barrel
(look inside to insure this relationship).
3. Insure wires are secure after crimping by pulling on them.

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SECTION 4: INSTALLATION REFERENCE 54

Hirschmann Connector Wiring Techniques

Step 1. Slide ‘Compression Nut’, ‘Washer’, ‘Rubber Gasket’ and

‘Connector Shell’ over cable, properly oriented for later
assembly.

Step 2. Insert ‘Connector Plug’ into transducer. This prevents pins from
changing position during soldering.

Step 3. Strip wires to the desired lengths to allow soldering as shown.

Test the overall fit of the cable and wires relative to the
‘Connector Plug’. Insure the cable shielding is properly removed
to prevent shorts to the terminal lugs and wires. Remove any
sharp points.

Step 4. Solder to each wire to the proper terminal lug as dictated. Use
care to not overheat terminal lug. CAUTION: Use a low wattage
controlled temperature fine-tip soldering iron.

Step 5. Assemble the connector components as shown. The goal is that

the cable exterior will be inside the housing such that the
‘Rubber Gasket’ is around it, holding the cable securely after the
‘Compression Nut’ is tightened down.

Assembly screw
Connector Shell Rubber Gasket

Washer
Compression Nut

Connector Plug Pinout (top)

4 2
Connector
Gasket

Connector Plug (Side)

1 3

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 SECTION 4: INSTALLATION REFERENCE 55

APPENDIX B: DPU P1 Connector Harness Fabrication

The proper fabrication of the DPU P1 and P2 harnesses requires that the
following steps be carefully followed. Refer to FIGURE 5 for pictures of the
different stages of fabrication and APPENDIX G for recommended tools.

Initial preparation:
The individual cables need to be cut to length and prepped from the bulk
shielded cable provided. Follow the steps below:

Step 1. Determine the required length of the cable to be connected and

cut it to this dimension (plus a little extra).
Step 2. Trim cable exterior jacket back 2 ½ " on both ends.
Step 3. On the end to be connected to P1, trim the braided shield back so
that only ¼" is left.
Step 4. Remove the exposed inner foil and clear plastic wrap.
Step 5. Tin the ¼” of shielding with solder.
Step 6. Note that unused wires and shielding should be cut off close to the
outer jacket.

Repeat steps 1 through 6 until all cables are prepared. Continue with the
next procedure.

Shield interconnection:
The shields of the prepared transducer cables must now be ‘daisy-
chained’ together at the ends that will be attached to connector P1:

Step 1. Cut one 2” piece of 20 awg stranded wire for each cable you
prepared and strip both ends back ¼". Bend each piece into a ‘U’
(shaped) jumper.
Step 2. Twist and solder the ends of the jumpers together. Leave the two
outside ends of the jumper chain unattached.
Step 3. Solder each junction to the shield of each cable. You should now
have only one jumper end not connected.
Step 4. Install and shrink 1" of heat shrink tubing over each ‘shield to
jumper’ connection.

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SECTION 4: INSTALLATION REFERENCE 56

Harness Assembly
The cables wires and also individual wires are now ready for installation to
the P1 connector.

Step 1. Strip back 1/8" of insulation from each wire to be terminated.

Step 2. Crimp pins onto each wire.
Step 3. Using standard rosin core electrical grade solder, carefully solder
the area of the crimp and wire.
Step 4. Repeat Step 1 through Step 3 until all wires are done.
Step 5. Select a grommet that TIGHTLY fits the bundle of cables you are
installing.
Step 6. Select a cable for installation into the connector. Feed the pins
through the larger diameter of the grommet. Insert the pins into the
connector according to TABLE 1: DPU Harness P1 Connector
Wiring. Make sure pin properly locks in place (it should click when
inserted). Test this by trying to gently pull it back out.
Step 7. Repeat Step 6 until all cables have been installed. Don’t forget to
insert the shield wire.
Step 8. Now fabricate the remaining single wire leads (power, dimmer,
ground, and voltsense) and install them as done above.
Step 9. Place half of the backshell onto the connector. Position the
grommet into the backshell so that the larger outside diameter is
located in the back groove. Caution: make sure no wires are
stretched tight at the pins. There should be a slight amount of
slack, otherwise the wires may separate from the pins.
Step 10. Add the second half of backshell. Be sure to insert the retaining
screws and clips then tighten down the 2 screws and nuts to
secure the backshell.

The other ends of the cable wires are now ready for attachment to the
transducer connectors. NOTE: You may need to install and route the
harness in the aircraft before doing this next procedure. Select the
type of connector that mates with the respective transducer and install
it according to the guidelines in ‘APPENDIX A: Transducer
Connector Wiring Techniques’.

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 SECTION 4: INSTALLATION REFERENCE 57

TABLE 1: DPU Harness P1 Connector Wiring

Pin Cable Connection Device Conn. Function
1 All cable shields None Shield System
2 BLK: Fuel Flow Cable BLK: Fuel Flow Fuel Flow
3 RED: Fuel Flow Cable RED: Fuel Flow
4 WHT: Fuel Flow Cable WHT: Fuel Flow
5 BLK: RPM Cable BLK: RPM RPM
6 RED: RPM Cable RED: RPM
7 WHT: RPM Cable WHT: RPM
8 N/U
9 N/U
10 N/U
11 N/U
12 BLK: Man. Pres. Cable BLK: Man. Pres. Man. Pres.
13 RED: Man. Pres. Cable RED: Man. Pres.
14 GRN: Man. Pres. Cable GRN Man. Pres.
15 WHT: Man. Pres. Cable WHT: Man. Pres.
16 BLK: Oil Pres. Cable Oil Pr Con. Pin 2 Oil Pres.
17 RED: Oil Pres. Cable Oil Pr Con. Pin 4
18 GRN: Oil Pres. Cable Oil Pr Con. Pin 3
19 WHT: Oil Pres. Cable Oil Pr Con. Pin 1
20 Power Wire (20awg) ACFT 3A Breaker System Power
21 Inst. Dim. Wire (20awg) ACFT Dimmer Inst. Dimmer
22 Ground Wire (20awg) ACFT Ground System Ground
23 Volt Sense Wire (20awg) ACFT +V (fused) Volt Sensing
24 RED: Oil Temp. Cable RED: Oil Temp. Oil Temp.
25 BLK: Oil Temp. Cable BLK: Oil Temp.
26 RED: OAT Cable RED: OAT OAT
27 BLK: OAT Cable BLK: OAT
28 RED: CAT Cable RED: CAT CAT
29 BLK: CAT Cable BLK: CAT
30 BLK: Amps Cable BLK: Amps Amps
31 RED: Amps Cable RED: Amps
32 GRN: Amps Cable GRN: Amps
33 WHT: Amps Cable WHT: Amps
34 BLK: Fuel Pres. Cable Fuel Pr Con. Pin 2 Fuel Pres.
35 RED: Fuel Pres. Cable Fuel Pr Con. Pin 4
36 GRN: Fuel Pres. Cable Fuel Pr Con. Pin 3
37 WHT: Fuel Pres. Cable Fuel Pr Con. Pin 1

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SECTION 4: INSTALLATION REFERENCE 58

APPENDIX C: DPU P2 Connector Harness Fabrication

Step 1. Determine required lengths for each thermocouple extension

cable and cut it to this dimension (plus a little extra).
Step 2. Carefully remove 1 ¼” of outer insulation.
Step 3. Remove 1/8” of the wire insulation on both leads.
Step 4. Apply NOKORODE Flux to these leads, otherwise the solder
will not bond to the wire properly. (NOTE: Read caution
statements and directions on container before use).
Step 5. Crimp pin onto wire. See APPENDIX G: Recommended Tools.
Step 6. Carefully solder the area of the crimp and wire.
Step 7. Repeat Step 1 through Step 6 until all wires are done.
Step 8. Thoroughly wash all contacts and crimping tool with water to
remove all flux residues and let dry.
Step 9. Select a grommet that TIGHTLY fits the bundle of cables you are
installing.
Step 10. Feed the pins through the larger diameter of the grommet. Insert
the pins into the connector according to TABLE 2: DPU Harness
P2 Connector Wiring. Make sure pin properly locks in place (it
should click when inserted). Test this by trying to gently pull it
back out.
Step 11. Place half of the backshell onto the connector. Position the
grommet into the backshell so that the larger outside diameter is
located in the back groove. Caution: make sure no wires are
stretched tight at the pins. There should be a slight amount of
slack otherwise the wires may separate from the pins.
Step 12. Add the second half of backshell. Be sure to insert the retaining
screws and clips then tighten down the 2 screws and nuts to
secure the backshell.

The other ends of the cable wires are now ready for attachment to the
transducer connectors. NOTE: You may need to install and route the
harness in the aircraft before doing this next procedure. Install the
connectors according to the guidelines contained in ‘APPENDIX A:
Transducer Connector Wiring Techniques’.

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 SECTION 4: INSTALLATION REFERENCE 59

TABLE 2: DPU Harness P2 Connector Wiring

Pin Cable Connection Device Conn. Function
1 WHT: CHT 1 Cable WHT: CHT 1 CHT 1
2 RED: CHT 1 Cable RED: CHT 1
3 WHT: CHT 2 Cable WHT: CHT 2 CHT 2
4 RED: CHT 2 Cable RED: CHT 2
5 WHT: CHT 3 Cable WHT: CHT 3 CHT 3
6 RED: CHT 3 Cable RED: CHT 3
7 WHT: CHT 4 Cable WHT: CHT 4 CHT 4
8 RED: CHT 4 Cable RED: CHT 4
9 WHT: CHT 5 Cable WHT: CHT 5 CHT 5
10 RED: CHT 5 Cable RED: CHT 5
11 WHT: CHT 6 Cable WHT: CHT 6 CHT 6
12 RED: CHT 6 Cable RED: CHT 6
13 No Connection
14 YEL: EGT 1 Cable YEL: EGT 1 EGT 1
15 RED: EGT 1 Cable RED: EGT 1
16 YEL: EGT 2 Cable YEL: EGT 2 EGT 2
17 RED: EGT 2 Cable RED: EGT 2
18 YEL: EGT 3 Cable YEL: EGT 3 EGT 3
19 RED: EGT 3 Cable RED: EGT 3
20 YEL: EGT 4 Cable YEL: EGT 4 EGT 4
21 RED: EGT 4 Cable RED: EGT 4
22 YEL: EGT 5 Cable YEL: EGT 5 EGT 5
23 RED: EGT 5 Cable RED: EGT 5
24 YEL: EGT 6 Cable YEL: EGT 6 EGT 6
25 RED: EGT 6 Cable RED: EGT 6

NOTES:
1. Any position not used should be jumpered.
For example, if CHT 5 were not installed, then a jumper wire must
be installed between pins 9 and 10.

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APPENDIX D: Display Cable Fabrication

Step 1. Carefully slide the connectors into the positions required on the
flat ribbon cable for your panel layout. They may face either up
or down. MAKE SURE ALL CONNECTOR EMBOSSED
ARROWHEADS, OR POINTERS (located on the same surface
as the keying tab) POINT TO THE SAME EDGE OF THE
CABLE AS THE INSTALLED DPU CABLE CONNECTOR !

Step 2. The connector is secured to the ribbon cable by closing it in

clean smooth jaws of a vise until the sides 'snap over' into
position. Make sure the cable connector is square to the cable
before any closing takes place. Once installed, connectors and
cable cannot be re-used!

Step 3. Once all connectors are installed, trim any excess cable away by
using a new VERY SHARP pair of scissors. Inspect the cut to
insure that adjacent wires are not frayed or touching each other.

Step 4. If display cable shielding is included in your kit then continue with
the following steps. Refer to ‘FIGURE 9: Display Cable Shield
Installation’ for assembly illustrations.

Step 5. Unfold the shield material and lay it out on a flat clean surface
with black side down. Trim 4 inches of the flat shield material
away from the internal shield wire (it’s near the center of the flat
shield material). Remove the excess shield materials from the
wire and gently twist it for uniformity. This should leave you with
a clean 4-inch shield wire tail attached to the long shield material
for use later. See illustrations.

Step 6. Place completed display cable assembly on top of shield with the
DPU connector (the one with the strain relief) at the end having
the ’4 inch shield wire tail’. Adjust cable position so that it is
overhanging the flat shield material by ¾ INCH. Temporarily
tape the cable and shield in-place to hold their relationship.

Step 7. Trim notches in the small flap to allow it to fold over along side of
each mid-cable connector. These notches should ONLY be wide
enough to clear the sides of the connector. Do the same thing
with the large flap. This forms a slot in which the connector can
protrude after the shield is closed.
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 SECTION 4: INSTALLATION REFERENCE 61

Step 8. With the cable and shield still lying flat, trim the other end of the
shield so that the cable extends beyond it by ¾ INCH.

Step 9. Remove the adhesive’s protective paper strip from the large flap.
First fold the small flap over the cable and next the large flap
making sure it is aligned over the small flaps metalized area.
Now press it down firmly to insure proper bonding to the small
flap.

Step 10. Install an appropriately sized ring terminal onto shield wire
tail for attachment to ground on the DPU mounting bolt.
WARNING: Be sure all loose strands of the metalized shield are
removed from ALL trimmed edges or possible damage to the
system may result.

Step 11. After installation on the indicators, inspect finished

assembly to insure no shielding can touch the cable connectors.
This may cause a short and create disruption or damage to the
indicators. If this appears likely, then the shielding should be
moved or trimmed back from the connector and secured to the
flat cable with electrical tape or electrical RTV at the problem
locations.

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FIGURE 9: Display Cable Shield Installation

Example of shield material trimmed

away from the center shield wire.

Cable placed on shielding with both

flaps notched for connector clearance.

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 SECTION 4: INSTALLATION REFERENCE 63
Display Cable Shield Installation (cont.)

Shielding folded and bonded together with

required clearance from connector.

Display Cable connected to DPU. Note ring

terminal crimped to shield wire, then placed
under mounting bolt to ground the shield.

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APPENDIX E: IO Interface Board J2 Wiring

Pin Cable Connection Device Connection Function
1 OIL PRES. ALERT OIL PR. LAMP OP ALM
2 OIL TEMP ALERT OIL TEMP LAMP OT ALM
3 FUEL PRES. ALERT FUEL PR. LAMP FP ALM
4 FUEL TOT. ALERT FUEL TOT. LAMP FTOT ALM
5 CHT ALERT CHT LAMP CHT ALM
6 (not used)
7 EGT PEAK ALERT EGT PEAK ALERT LAMP PK ALM
8 VOLTAGE ALERT VOLTAGE LAMP VLT ALM
9 AMPS ALERT AMPS LAMP AMP ALM
10 TIMER ALERT TIMER LAMP TMR ALM
11 LEFT TANK ALERT LEFT TANK LAMP LF ALM
12 CENTER TANK ALERT CENTER TANK LAMP CT ALM
13 RIGHT TANK ALERT RIGHT TANK LAMP RT ALM
14 (not used)
15 AIRCRAFT GROUND AIRCRAFT GROUND GND
16 AUDIO SIGNAL OUTPUT AIRCRAFT AUDIO INPUT AUD OUT
17 AUDIO GROUND AIRCRAFT AUDIO GND GND
18 (not used)
19 AIRCRAFT GROUND AIRCRAFT GROUND GND
20 (not used)
21 (not used)
22 (not used)
23 (not used)
24 (not used)
25 (not used)
26 ACK. SWITCH N.C. ACK. SWITCH N.C. ACK.
27 ACK. SWITCH COM ACK. SWITCH COM SWITCH
28 ACK. SWITCH N.O. ACK. SWITCH N.O.
29 BLK: Left Fuel Probe BLK: Left Fuel Probe LEFT FUEL
30 WHT: Left Fuel Probe WHT: Left Fuel Probe LEVEL
31 RED: Left Fuel Probe RED: Left Fuel Probe
32 BLK: Right Fuel Probe BLK: Right Fuel Probe RIGHT
33 WHT: Right Fuel Probe WHT: Right Fuel Probe FUEL
34 RED: Right Fuel Probe RED: Right Fuel Probe LEVEL
35 BLK: Center Fuel Probe BLK: Center Fuel Probe CENTER
36 WHT: Center Fuel Probe WHT: Center Fuel Probe FUEL
37 RED: Center Fuel Probe RED: Center Fuel Probe LEVEL

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APPENDIX F: System Block Diagram

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SECTION 4: INSTALLATION REFERENCE 66

APPENDIX G: Recommended Tools

The following list recommends tools needed for various operations.

These tools may be available from Vision Microsystems Inc. Contact
the factory for availability.

Tool Purpose Manufacturers P/N VMS P/N

Dsub Pin Crimper Jamco HT213 2040001
Dsub Pin Jamco 19094 2040003
Insert/Extract
Lug Terminal Crimper Jamco HT303 2040002

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 SECTION 4: INSTALLATION REFERENCE 67

APPENDIX H: Fuel Level System Calibration Chart

DPU MODEL NO: SERIAL NO:
SOFTWARE NO: REV:
AIRCRAFT REGISTRATION ID:
NAME:
ADDR:
CITY: ST: ZIP:
PH: FX:

IMPORTANT: Fill in the ‘ALARM LABEL’ field for desired ‘low fuel
tank alarm’ activation with (L=left, C=center, R=right).

TANK ALARM LEFT TANK CENTER RIGHT TANK

QUANTITY LABEL VALUE TANK VALUE VALUE
0
2
4
6
8
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46

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 SECTION 4: INSTALLATION REFERENCE 69

Fuel Calibration Chart (cont.)

TANK ALARM LEFT TANK CENTER RIGHT TANK

QUANTITY LABEL VALUE TANK VALUE VALUE
48
50
52
54
56
58
60
62
64
66
68
70
72
74
76
78
80
82
84
86
88
90
92
94
96
98
99

Fax or mail to:

VISION MICROSYSTEMS INC.
4255 Mitchell Way
BELLINGHAM , WA 98226
PH: (360) 714-8203 FX: (360) 714-8253

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APPENDIX I: Specifications & Operating Conditions

ITEM DIMENSIONS WEIGHT VOLTS AMPSMAX. OPER. TEMP

DESCRIPTION (in.) (oz.) (ma.) ( Deg. C)

EPI 800 Indicator (internal

2.5w x 2.8h x 1.0d 3 3 -50 to +70
(all 2 ¼ instruments) power)

12v sys:
11 to15

Data Processing Unit 6.4L x 5.0w x 2.7h 20 320 -50 to +70

24v sys:

20 to 29

Fuel Level
96L x ¾ tube (internal
Transducer 21 3 -50 to +70
¾ NPT mtg.
(8 foot length) power)

Fuel Level
48L x ¾ tube (internal
Transducer 11 3 -50 to +70
¾ NPT mtg.
power)
(4 foot length)

Average wire harness

N/A 11 N/A N/A -50 to +70
(4 Cylinder )

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 SECTION 5: TROUBLESHOOTING GUIDE 71

APPENDIX J: Troubleshooting Guide

The troubleshooting guides presented here are intended for use by a
qualified technician. Certain test equipment will be required, such as a
precision digital voltmeter capable of measuring ohms, 100 microvolts DC,
and an RMS AC voltage superimposed on a DC voltage.

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SECTION 5: TROUBLESHOOTING GUIDE 72

OIL / FUEL PRESSURE TROUBLESHOOTING GUIDE

1. Check that wires are correctly installed according to the harness

wiring instructions and have not broken, shorted or come loose.

2. Measure continuity (ohms) of each wire from transducer

connector pin to appropriate harness connector pin. There should
be very low resistance if the wire is intact. If resistance is greater
that 0.7 ohms, then stop and correct connections.

3. The following measurements are made by CAREFULLY

unscrewing the transducer connector hood and sliding it back
away from the transducer connector plug (leave the plug in the
transducer). With instrument power ON, perform the following
DC voltage tests at the transducer connector plug. If any test
fails, stop and contact the factory:

Meter Meter PSI Desired Unit under

Common Plus Value (VDC) test
Pin 2 (blk) Pin 4 (red) 0 4.95 to 5.0 3010016,17,18
Pin 2 (blk) Pin 1 (wht) 0 1.70 to 2.10 3010016,17,18
Pin 2 (blk) Pin 3 (grn) 0 1.70 to 2.10 3010016,17,18
Pin 3 (grn) Pin 1 (wht) 0 -0.003 to +0.003 3010016,17,18
Pin 3 (grn) Pin 1 (wht) 10 0.031 to +0.034 3010016
Pin 3 (grn) Pin 1 (wht) 30 0.028 to +0.032 3010017
Pin 3 (grn) Pin 1 (wht) 60 0.028 to +0.032 3010018

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 SECTION 5: TROUBLESHOOTING GUIDE 73

FUEL FLOW TRANSDUCER TEST

1. Check that wires are correctly installed according to the harness

wiring instructions and have not broken, shorted or come loose.

2. The following measurements are made by first fabricating and

then inserting a ‘bare wire jumper’ between each respective
transducer lead to harness terminal (i.e. red to red, white to
white, black to black). If any test fails, stop and contact the
factory.

3. Measure continuity (ohms) of each wire from transducer

connector pin to appropriate harness connector pin. There should
be very low resistance if the wire is intact. If resistance is greater
that 0.7 ohms, then stop and correct connections.

4. Perform the following tests, with EPI800 power ON.

Meter Meter GPH Desired Unit under test

Common Plus Value
BLK RED 0 4.95 to 5.05 vdc 3010019,32,35
BLK WHT 0 0.4 to 1.1 vdc 3010019,32,35
BLK WHT >10 > 1.0 vac 3010019,32,35

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SECTION 5: TROUBLESHOOTING GUIDE 74

RPM TRANSDUCER TEST

1. Check that wires are correctly installed according to the harness

wiring instructions and have not broken, shorted or come loose.

2. The following measurements are made by first fabricating and

then inserting a ‘bare wire jumper’ between each respective
transducer lead to harness terminal (i.e. red to red, white to
white, black to black). If any test fails, stop and contact the
factory.

3. Measure continuity (ohms) of each wire from transducer

connector pin to appropriate harness connector pin. There should
be very low resistance if the wire is intact. If resistance is greater
that 0.7 ohms, then stop and correct connections.

4. Perform the following tests, beginning with instrument power

OFF.

Meter Meter RPM Desired Unit

Common Plus Value under test
BLK RED 0 4.95 to 5.05 vdc 3010004,5
For the next tests, have engine running at idle.
USE CAUTION AROUND ENGINE!
BLK WHT > 600 2.2 to 2.7 vdc 3010004,5
BLK WHT > 600 2.5 to 3.3 vac 3010004,5

MANIFOLD PRESSURE TROUBLE SHOOTING GUIDE

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 SECTION 5: TROUBLESHOOTING GUIDE 75
1. Check that wires are correctly installed according to the harness
wiring instructions and have not broken, shorted or come loose.

2. Measure continuity (ohms) of each wire from transducer connector

pin to appropriate harness connector pin. There should be very low
resistance if the wire is intact. If resistance is greater that 0.7 ohms,
then stop and correct connections.

3. The following measurements are made, with instrument power ON,

by connecting to the metal terminal lugs of the transducer without
disturbing the push-on terminals of the harness. With power
applied to instrument system, perform the following DC voltage
tests. If any test fails, stop and contact the factory:

Meter Meter Ambient Desired Unit

Common Plus in hg. Value (VDC) under test
BLK RED 29.92 4.95 to 5.05 3010015
BLK WHT 29.92 2.49 to 2.50 3010015
BLK GRN 29.92 2.43 to 2.47 3010015
GRN WHT 29.92 0.034 to 0.038 vdc 3010015

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SECTION 5: TROUBLESHOOTING GUIDE 76

EGT / CHT PROBE TROUBLESHOOTING GUIDE

EGT / CHT probes are thermocouple devices and typically are

exposed to very hostile environments. Our experience shows that
the most common cause of problems is a terminal connection that
has come loose. However, if the probe is in fact faulty, it cannot be
repaired and the probe will need to be replaced.

The system checks for an open probe when the system is first
turned on. A probe that does not pass the checks is displayed as a
blank bargraph(s) on the system.

If a probe becomes intermittent or fails in-flight, the reading may

appear as a random fluctuation in temperature, which may climb
very high or dip very low. If this occurs, you can re-cycle power
and the system will attempt to recheck the probes. Note that probe
problems often begin as intermittent and can be elusive! If the
problem is constant, you have the best chance of identifying the
errant probe(s), otherwise it may take some trial and error
troubleshooting.

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 SECTION 5: TROUBLESHOOTING GUIDE 77

Follow these steps to troubleshoot the problem.

Step 1. Determine which probes are suspect.

a. Turn power ON to the engine instruments. Scan all CHT and
EGT positions for blank graphs. If all positions are blank
there is most likely a DPU fault and the troubleshooting
process can be stopped and the factory contacted. If not, the
probe circuit(s) may be open. Record which probe positions
are blank.

Step 2. Check probe for integrity.

a. Shut OFF power to instrument system.
b. Using a digital ohmmeter equipped with fine point test
leads, carefully measure resistance between the
suspected probes metal terminals. This value should
be between 4 to 10 ohms. If not, the probe should be
replaced.
c. Check the probe for electrical leakage. Disconnect the
probe from the harness. Connect meter between each
probe lead and the probes metal body. The resistance
should be greater than 1 meg-ohm. If it is OK, then
reconnect the leads to the harness. If not, the probe
should be replaced.

Step 3. Check wire harness integrity

a. Remove the P2 connector from DPU and check for
continuity between the respective harness lug terminal
and P2 pin. Resistance should be less than 8 ohms. If
not, inspect all connectors and pins for connectivity to
the harness wires and correct them.
b. Also check that the correct pin locations were used
(with regard to the suspect probe) in P2 when the
harness was built.

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SECTION 5: TROUBLESHOOTING GUIDE 78

OIL / AIR TEMPERATURE TROUBLE SHOOTING GUIDE

1. Check that wires are correctly installed according to the harness

wiring instructions and have not broken, shorted or come loose.

2. The following measurements are made by first fabricating and

then inserting a ‘bare wire jumper’ between each respective
transducer lead to harness terminal (i.e. red to red, black to
black). If any test fails, stop and contact the factory.

3. Measure continuity (ohms) of each wire from transducer

connector pin to appropriate harness connector pin. There should
be very low resistance if the wire is intact. If resistance is greater
that 0.7 ohms, then stop and correct connections.

4. Perform the following tests with instrument power ON.

Meter Meter Ambient Desired Unit under

Common Plus Deg. F. Value (VDC) test
BLK RED 70  4.60 3010020,21
DPU GND BLK 70  0.10 3010020,21
DPU GND RED 70  4.70 3010020,21

NOTE: An Oil Temp indicator reading of ‘26 F’ or CAT/OAT

indicator reading of ‘–50 C’, means the probe is not delivering a
signal to the DPU. The most common cause is an open
connection, or a short in the cable causing the signal to be
grounded.

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 SECTION 5: TROUBLESHOOTING GUIDE 79

AMPS SYSTEM TROUBLE SHOOTING GUIDE

1. Check that wires are correctly installed according to the harness

wiring instructions and have not broken, shorted or come loose.

2. Measure continuity (ohms) of each wire from transducer

connector pin to appropriate harness connector pin. There should
be very low resistance if the wire is intact. If resistance is greater
that 0.7 ohms, then stop and correct connections.

3. The following measurements are made, with instrument power

ON, by connecting to the metal terminal lugs of the transducer
without disturbing the push-on terminals of the harness. With
power applied to instrument system, perform the following DC
voltage tests. If any test fails, stop and contact the factory:

Meter Meter Alternator Desired Unit

Common Plus output Value (VDC) under test
BLK RED 0 9.85 to 10.15 3010022
BLK GRN 0 9.85 to 10.15 3010022
BLK WHT 0 4.90 to 5.10 3010022

Record the above BLK to WHT value, then start the engine and
run at approximately 1300 RPM with a functioning alternator.
Subtract the difference between the recorded reading and the
next reading to determine functionality of the AMPS transducer.
Each amp of alternator output will result in an increase of 0.036
vdc on the BLK to WHT measurement.

BLK WHT > 10 amps  0.036 vdc / AMP 3010022

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SECTION 5: TROUBLESHOOTING GUIDE 80

FUEL LEVEL PROBE TRANSDUCER TEST

1. Check that wires are correctly installed according to the harness

wiring instructions and have not broken, shorted or come loose.

2. The following measurements are made by first fabricating and

then inserting a ‘bare wire jumper’ between each respective
transducer lead to harness terminal (i.e. red to red, black to
black, white to white). If any test fails, stop and contact the
factory.

3. Measure continuity (ohms) of each wire from transducer

connector pin to appropriate harness connector pin. There should
be very low resistance if the wire is intact. If resistance is greater
that 0.7 ohms, then stop and correct connections.

4. Perform the following tests with instrument power ON.

Meter Meter Desired Unit under test

Common Plus Value
BLK RED 4.95 to 5.05 vdc 3010009/10/12/13
BLK WHT 1.9 to 2.4 vdc 3010009/10/12/13
BLK WHT 1.7 to 4.0 vac 3010009/10/12/13
Shut off power and disconnect probe from harness (or
harness from IO interface).
BLK RED 8900 to 9200  3010009/10/12/13
BLK WHT 14200 to 14700  3010009/10/12/13
WHT RED 5300 to 5500  3010009/10/12/13

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 SECTION 5: TROUBLESHOOTING GUIDE 81

INDICATOR TROUBLESHOOTING

DISPLAY BACKLIGHTING INOPERATIVE:

The backlighting power for the indicators originates in the DPU. A

small inverter generates 0 to 80 volts AC depending on the
amount of DC voltage applied to DPU J4 pin 16. Follow these
steps to isolate the cause of the backlighting problem:

NOTE: All succeeding steps presume prior steps have passed.

If illumination is out on all indicators:

1. Verify dimmer power is correctly applied to DPU backlight input pin

(full brightness would be close to full battery voltage, measured
with a voltmeter, from your dimmer system).

2. Listen to the DPU. A faint whine can be heard inside the DPU if the
inverter is running. This test must be conducted in complete quiet
and you must be within approximately 12 inches from DPU to hear
it.

3. Shut off dimmer power and unplug the display cable from the DPU.
Re-apply dimmer power and listen again for the whining tone. If it is
not present, then the problem is in the DPU.

4. Shut off dimmer power and unplug all indicators from the display
cable. Reconnect display cable to the DPU.

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SECTION 5: TROUBLESHOOTING GUIDE 82

5. With dimmer control applying full power to DPU backlight power

input, CAREFULLY connect ONE indicator to display cable on the
connector closest to DPU (this eliminates breaks that may be in
cable further away). If the indicator lights up, then the first
connector position AND indicator lighting circuitry are functional.
Test the remaining indicators on this display connector.

If only some indicators are illuminated :

6. Shut off power. Remove the indicators that do not work.

7. Take a known working indicator and test each of the different

connector positions on the display cable. Be sure to turn on full
dimmer power after plugging into each position. If certain positions
test bad, then a new cable will have to be fabricated. If certain
indicators test bad, contact us for assistance.

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 SECTION 5: TROUBLESHOOTING GUIDE 83

WHAT TO DO NEXT

Your warranty registration needs to be completed and on file

with VMS. This is located in your manual.

If the testing indicates that a component may have failed, the

component(s) need to be sent in for evaluation under the terms of the
warranty.

Two options are available:

1. Send the part to VMS and we will repair or replace it under the
terms and conditions of the warranty agreement. Typically it will
only take one to two working days to analyze the suspect
components. This is what we recommend to prevent any
unnecessary expense to the customer.

2. The customer may request a component be sent out. The

customer will be charged at the current list price for the
component. He then has 30 days to return his old component for
evaluation. IMPORTANT: If the suspect component is
determined to be serviceable, then the customer will not
receive any credit for it. The serviceable component will be
returned to the customer at their expense.

EPI800 Manual.doc EPI 800 MANUAL 2001 Vision M