INSTALLATION MANUAL EAGLE EMS ELECTRONIC ENGINE MANAGEMENT SYSTEM EMSINSTL001 REV 0.2 2/12/08

INSTALLATION MANUAL EAGLE EMS ELECTRONIC ENGINE MANAGEMENT SYSTEM EMSINSTL001 REV 0.2 2/12/08

The information contained in this publication is intended as a guide to install your Eagle EMS Engine Management System. Should you find that you need additional information, please contact the Engine Shop that you purchased the system from, or: Precision Airmotive LLC 14800-40 TH Avenue NE Marysville, WA 98271 Telephone: (360) 651-8282 www.precisionairmotive.com NOTE: We will continue our efforts to add to the information in this manual. If you have suggestions or comments that would help us in that task, we ask that you contact Precision Airmotive's Product Support Department at the above address or go to our website. The Eagle EMS link will take you to frequently asked technical questions and answers. 2007 Precision Airmotive LLC This publication may not be copied or reproduced without express written permission from Precision Airmotive LLC. EMSINSTL001 REV 0.2 2/12/08

TABLE OF CONTENTS 1.0 SYSTEM OVERVIEW... 2 1.1 Airframe/Engine Requirements... 3 1.2 Electrical Connections Made To Existing Aircraft... 3 1.3 Customer needs to supply the following items... 4 2.0 COMPONENT DESCRIPTIONS... 5 3.0 COMPONENT INSTALLATION... 8 3.1 Throttle Body... 8 3.2 Fuel Distribution Block... 10 3.3 Ignition Coil Assembly... 10 3.4 Speed Sensor Assembly... 10 3.5 Annunciator Panel Assembly... 10 3.6 Electronic Control Unit (ECU)... 11 3.7 Power Management Unit (PMU)... 11 3.8 Injectors... 11 3.9 Fuel Lines... 11 3.10 Manifold Absolute Pressure (MAP) Lines... 11 3.11 Mixture Knob... 12 3.12 Eagle Battery... 12 3.13 Circuit Breakers... 12 3.14 EMS Relay... 11 3.15 DB-9 Connector... 11 4.0 HARNESS MEASUREMENT... 13 4.1 ECU to Fuel Injectors... 13 4.2 ECU to Sensors... 13 4.3 ECU to Ignition Coils... 13 4.4 Ignition Coils to Spark Plugs... 13 4.5 ECU to Power/Communications... 13 4.6 PMU to Aircraft Power/Eagle Battery... 14 5.0 HARNESS INSTALLATION... 14 5.1 ECU to Fuel Injectors... 14 5.2 ECU to Sensors... 14 5.3 ECU to Ignition Coils... 15 5.4 Ignition Coils to Spark Plugs... 15 5.5 ECU to Power/Communications... 15 5.6 PMU to Aircraft Power/Eagle Battery... 15 Wiring Diagram... 15 Annunciator Cutout... 16 DB9 and Mixture Control Cutout... 17 EMSINSTL001 REV 0.2 2/12/08 1

1.0 SYSTEM OVERVIEW 1.1 Airframe/Engine Requirements. 1.1.1 Four cylinder engines, evenly spaced firing order, 4 stroke, primarily Lycoming 320, 360 and 390 cubic inch engines. 1.1.2 System is designed for engines with peak engine horsepower between 100 and 210 horsepower. 1.1.3 Ignition spark is limited to 5000 Revolutions Per Minute. 1.1.4 The fuel pressure required is dependent upon maximum fuel flow needed. The engine shop decides what the fuel flow is based upon horsepower and air to fuel ratio. Note: Fuel pressure must always be above 20 psi to minimize vaporization issues and below 60 psi to maintain fuel flow calibration. FUEL PUMP PRESSURE REQUIREMENTS BASED ON FUEL FLOW POUNDS OF FUEL PER HOUR 250 200 150 100 50 0 GPH PPH 0 10 20 30 40 50 60 70 PSI (MAX.) 40 35 30 25 20 15 10 5 0 GALLONS PER HOUR 1.1.5 Aircraft electrical system can be either 12 or 24 volts. Customer must state what voltage the aircraft is when ordering the Eagle system. 1.1.6 See Customer Needs to Supply section of this manual for other details relating to needed and potentially needed components. 1.2 Electrical connections and components that need to be added to the existing aircraft are shown on the wiring diagram which can be found at the end of this document. 1.2.1 Ignition Switch or single pole single throw toggle switches: The standard aircraft keyswitch grounds the two magnetos to stop the engine from running. With the EMS system the function is the same. The keyswitch grounds either the left or right ECU turning the ECU and the associated spark plugs off. The effect is the same, in terms of R.P.M. drop going from the right to left side of the keyswitch. This function can be performed without a keyswitch by using separate toggle switches. EMSINSTL001 REV 0.2 2/12/08 2

WARNING: EAGLE WIRES MUST BE SHIELDED AND ROUTED DIRECTLY TO THE KEY OR TOGGLE SWITCHCES TO PREVENT RADIO INTEFERENCE FROM ENTERING THE PMU. 1.2.2 ECU to computer communications uses a DB-9 connector. The mating DB-9 computer connector comes with the EMS harness and can be mounted into the instrument panel. This connector allows a person to monitor and re-calibrate the EMS system for a specific aircraft. The mounting dimensions are in the back pages of this document. 1.2.3 The Mixture control knob replaces the manual mixture control mechanism. This 5 k ohm potentiometer adjusts the fuel mixture leaner by reducing the pulse width from the ECU to the injectors. The potentiometer mounting dimensions are in the back pages of this document. 1.2.4 Tach Output. The RPM signal from the magnetos can be replaced with a output from the EMS. The EMS output provides two pulses per revolution and has an open collector output. The open collector requires a 5k ohm pull up to the 12 volt supply. On the Rocky Mountain systems, the pull up resistor can go to the 10 Volt internal supply. 1.2.5 Turbine Flow Meters: Our testing has shown that turbine flow meters give questionable readings when the fuel flow pulses and causes fuel line restrictions. The EMS will provide a calibrated output to replace the turbine meter sensor output. This is an open collector output that will require a 5k ohm output to 12 volts with an adjustable K factor for calibration. Call the engine shop for more specifics on how to properly wire and utilize the K factor. 1.3 Customer needs to supply the following items: 1.3.1 Fuel Pumps: A primary and secondary pump is needed. The primary is usually a diaphragm or vane pump. The Secondary (sometimes called backup or boost pump) is usually electrically driven. The fuel pressure to the Eagle System needs to be within the range of 20-60 PSI at all times. 1.3.2 Fuel Lines: Specifics on fuel lines are noted in the Component Installation, Fuel Lines section. 1.3.3 Eagle Speed Sensor Hardware: The speed sensors require the use of previously existing hardware. However not every engine is the same and therefore some additional hardware may be needed. See Component Installation, Speed Sensor Assembly for specific hardware needed. 1.3.4 Miscellaneous Mounting Hardware: Various bolts, nuts, cable ties will be needed to mount things like ignition coils, ECU, PMU and fuel distribution. Read this manual carefully and look at the components supplied in the kit to minimize the trips to the aircraft hardware store. 1.3.5 EMS Relay: The EMS Relay is used to connect the EMS System to the Master Aircraft Bus, when the Master Switch is on. We are presently using a Zettler relay, part number AZ9731-1A-12DC1E. Any 12 VDC 5 ampere relay that is a single pole, drops out by 7 volts, single throw and normally open will work. EMSINSTL001 REV 0.2 2/12/08 3

1.3.6 ECU power switch: This which is a 12 volt 5 ampere single pole, single throw normally closed and momentary switch used to verify that the ECU will operate off the Eagle battery during preflight check out. This optional switch isolates the ECU from the aircraft bus during preflight checkout. If the switch is not installed the associated wire from the EMS relay should be grounded. 1.3.7 Five amp aircraft quality breakers, 2 each, are required and should be mounted in the instrument panel in easy reach of the pilot. These breakers should not be replaced with fuses. There are two separate and redundant computers in the ECU. In order to provide that redundancy it is necessary to automatically disconnect either ECU in case of an overload. 1.3.8 The Eagle Battery is a lead acid battery that supplies voltage to the EMS system. This battery is charged by the aircraft charging system during normal operation. The EMS system is designed to run off the Eagle battery and/or the Main battery. EMSINSTL001 REV 0.2 2/12/08 4

2.0 COMPONENT DESCRIPTIONS 2.1 Throttle Body The throttle body is installed in place of the carburetor or fuel injection servo found on standard aircraft engines. It contains the throttle fly for controlling air flow into the engine, ports for inlet air temperature sensors, and ports to provide a manifold pressure signal to the EMS system. EMSINSTL001 REV 0.2 2/12/08 5

2.2 Electronic Control Unit (ECU) The ECU is the main controller for the EMS system. It is intended to be installed on the firewall or inside the cockpit. Other locations may be suitable provided that the ECU case temperature not exceed 175 F. NOTE: The ECU will not function properly if installed in a pressurized compartment. 2.3 Speed Sensors The speed sensors are installed in place of the magnetos found on standard aircraft engines. They provide a speed and timing signal to the EMS system. 2.4 Ignition Coils The ignition coils provide the high voltage necessary to fire the spark plugs. EMSINSTL001 REV 0.2 2/12/08 6

2.5 Fuel Distribution Block The Fuel Distributor Block contains a replaceable 10 micron fuel filter and distributes the fuel supply to individual injector lines. It also contains dual fuel pressure sensors. 2.6 Power Management Unit (PMU) The PMU contains the circuitry necessary to provide redundant power to the ECU. It is EMSINSTL001 REV 0.2 2/12/08 7

connected to the aircraft bus and Eagle battery. The PMU also charges and maintains the Eagle battery. 2.7 Cockpit Annunciator The Cockpit Annunciator provides feedback to the pilot with system status. A one to one scale print out is available at the back pages of this document for the instrument panel mounting. EMSINSTL001 REV 0.2 2/12/08 8

2.8 Spark Plug Wires Spark Plug Wires are included as part of the kit. The wires are standard shielded aircraft wires for use with standard aircraft spark plugs. See EMS harness order form. They are available in several lengths. 3.0 COMPONENT INSTALLATION NOTE: The installation instructions provided here are only a guideline. Due to the wide variety of engine and airframe combinations that the EMS system may be installed on, it is up to the aircraft builder to determine the appropriate installation details for that specific application. 3.1 Throttle Body 3.1.1 The throttle body is to be installed onto the engine air intake using the studs, nuts, and washers supplied with the engine. A throttle body/engine gasket is supplied with the kit. The nuts are to be torqued in accordance with the engine manufacturer s specifications. 3.1.2 The intake airbox shall be connected to the throttle body using high quality ¼-20 bolts or screws. A throttle body/airbox gasket is supplied with the kit. 3.1.3 The throttle lever shall be connected to the throttle cable or linkage using whatever connection is deemed appropriate by the builder. The throttle lever may be repositioned at 15 intervals as needed to best fit the installation. If the lever is repositioned, the nut shall be retorqued to 90-130 in-lbs, and a new MS24665-132 cotter pin shall be installed. EMSINSTL001 REV 0.2 2/12/08 9

3.2 Fuel Distribution Block NOTE: The bracketry and instructions provided are intended for installation on the back bone of a Lycoming style engine, other engines may require a different installation technique. 3.2.1 Attach the distributor mounting bracket (4011006) to the bottom of the distribution block using the two screws (79216) provided. Torque screws to 15-20 in-lbs and install safety wire. 3.2.2 Loosely install the filter housing clamp (4011005), screw (MS35266-67) and lock nut (MS21044-N3) onto the housing. 3.2.3 Remove two adjacent engine case bolts from the backbone of the engine and install the distribution block at this location. The two brackets should be installed on opposite sides of the engine backbone. Re-torque the engine case bolts in accordance with the engine manufacturer s specifications. 3.2.4 Tighten the filter housing clamp screw and nut until the clamp will not rotate on the distribution block. 3.3 Ignition Coil Assembly 3.3.1 The ignition coils may be installed in any orientation and in any manner that is suitable to the aircraft. The coils should be placed close to the engine to minimize wire lengths. The longest spark plug wires available from Precision Airmotive are 63 long. See EMS harness order form. 3.4 Speed Sensor Assembly 3.4.1 The engine should be configured with studs intended for use with non-impulse coupled magnetos. No spacer is used between the speed sensor and the engine. 3.4.2 Install standard magneto drive gears (from non-impulse coupled magnetos) and woodruff keys onto the speed sensor shaft. Torque the nut per the engine service manual and install cotter pin. 3.4.3 Remove a spark plug from the #1 cylinder and turn the engine to the #1 cylinder compression stroke, stopping top dead center (TDC) as shown on the flywheel (timing mark aligns with a reference mark on the starter). 3.4.4 Insert a.125 diameter pin into the alignment hole in the side of one of the speed sensors and carefully rotate the shaft until the pin can be inserted into the timing hole in the trigger wheel. Verify that the pin is in the timing hole by lightly attempting to rotate the drive gear by hand (do not apply excess force). If the gear turns more than a small amount, the pin is likely between teeth on the trigger wheel and not in the timing hole. Repeat for the second speed sensor. 3.4.5 Install the timing sensors and attach with standard non-impulse coupled magneto mounting hardware and gasket. Torque nuts per engine manufacturer s specifications and remove alignment pins. 3.5 Annunciator Panel Assembly 3.5.1 Select a prominent location in the instrument panel in plain view of the pilot and add a cutout as shown in paragraph 2.7. EMSINSTL001 REV 0.2 2/12/08 10

3.5.2 Temporarily install the Annunciator Panel using the screws provided. NOTE: The Annunciator Panel will not be permanently installed until after the wiring harness is installed and connected. 3.6 Electronic Control Unit (ECU) 3.6.1 Select a location on the firewall or other suitable location where the temperature of the ECU case will not exceed 175 F. Thermal sensors or temperature dots can be used to determine the case temperature in flight. Temperature dots are available from Tempil, B.J. Wolf Enterprises, Thermindex and QTEK 3.6.2 Drill holes on the selected mounting surface and attach the ECU with high quality non-corrosive hardware. 3.6.3 Fabricate and install a heavy high quality 20 Ampere grounding strap or multistrand 8 gage wire from the grounding stud on the face of the ECU to a primary aircraft ground location. Torque ECU ground stud to 90-130 in-lbs. 3.6.4 Install the ECU such that the case vent points down and is protected from water ingress. Adding tubing to the barb on the end of the vent increases that protection. 3.7 Power Management Unit (PMU) 3.7.1 Select a location that is relatively close to the ECU, the keyswitch, the two 5 amp circuit breakers, and the Eagle battery. As with the ECU, the location shall be chosen such that the temperature of the PMU case will not exceed 175 F. 3.7.2 Drill holes on the selected mounting surface and attach the PMU with high quality hardware. 3.8 Injectors 3.8.1 Lubricate the pipe threads with clean engine oil and install the injectors in the fuel injection ports in the cylinder heads. Torque the injectors to 45-65 in-lbs. Use care not to damage the wires or connector on the injector. 3.9 Fuel Lines 3.9.1 Fuel lines are not supplied with the system. The fuel line between the fuel pump and the fuel distribution block should be an aircraft quality, fuel compatible, fire sleeved, flexible #6 hose with AN flare fitting ends. The fuel lines between the fuel distribution block and the injectors should be aircraft quality, fuel compatible, fire sleeved, flexible #4 hose with AN flare fitting ends. The hose should be manufactured with a 90 bend at the injector end. The hoses shall be clamped appropriately to minimize stress on the injectors and other components. Hoses and fittings in the aircraft upstream of the engine driven fuel pump should be #8 or larger. The fuel selector valve (if used) should be a high quality aircraft selector valve with #8 or larger fuel passages. NOTE: No components should be installed in the lines which will add any significant pressure drop. This includes turbine type flowmeters. These flowmeters will not function properly due to the pulsing nature of the fuel flow and will add an unacceptable pressure drop. 3.10 Manifold Absolute Pressure (MAP) Lines EMSINSTL001 REV 0.2 2/12/08 11

3.10.1 MAP lines are not supplied with the system. The MAP lines should be aircraft quality #4 flexible hoses with AN flare fitting ends. An example is: Aeroquip hose part number 306-4. Fitting part number MS27404-4D. 3.10.2 Connect the MAP lines to the appropriate fittings on the throttle body and ECU and clamp the hoses adequately. Ensure that there is enough length and flexibility to account for movement between the engine and airframe. 3.11 Mixture Knob 3.11.1 The mixture knob has its own connectors which plug into the Precision supplied wiring harness. A drawing/specification describing a typical potentiometer is in the back pages of this document. Select a location within easy reach of the pilot and provide a 3/8 center hole and 1/8 hole for mounting and locking. The hole centers are.651 apart. 3.12 Eagle Battery 3.12.1 The Eagle battery is not supplied with the system. The Eagle battery should be sized to meet the needs of the particular aircraft. It should be assumed that the system will draw 1.6 amps, so a 5 amp-hour battery would provide a 3-1/8 hour Eagle capability, a 10 amp-hour battery would provide a 6-1/4 hour Eagle capability, etc. Do not install a dead or discharged battery. The PMU is not a high current charger. Use a separate charger to bring the battery to full charge. WARNING THE AMP-HOUR CAPACITY RATING IS BASED ON A BATTERY MEETING ITS PUBLISHED SPECIFICATION. 3.12.2 The Eagle battery should be a standard lead-acid aircraft battery and should be securely mounted relatively close to the PMU. 3.13 Circuit Breakers 3.13.1 Circuit breakers are not provided as a part of the kit. Two 5 amp aircraft quality circuit breakers should be installed in the cockpit within reach of the pilot. 3.14 EMS Relay 3.14.1 The Eagle EMS Relay is not provided in the EMS kit. The relay connects the EMS Power to the Battery when the Aircraft Bus Switch is active. Wiring detail is in the system wiring diagram which can be found at the end of this document. 3.14.2 The relay should be mounted in the Engine Bay, probably on the fire wall, with the contactor side of the relay connected to the battery and PMU power. The coil side of the relay should be connected to aircraft ground and the Master Bus. The contactor current capability of the relay should be 15 amps. 3.15 The DB-9 connector connects the left and right side of the ECU to a laptop computer. The computer can be used to monitor and adjust fuel delivery, ignition timing and other functions of the ECU. See www.precisionairmotive.com, click on Eagle EMS, read the most frequently asked questions and wire the connector as indicated for the laptop and software available on your laptop. EMSINSTL001 REV 0.2 2/12/08 12

4.0 HARNESS MEASUREMENT Fill out the Wire Harness Order Form and send to Precision Airmotive. The form will come from the engine shop or can be obtained from the Precision Airmotive Website, www.precisionairmotive.com. A harness will be made and provided to you that meets the dimensions that you provide. Please make sure that the measurements you provide are correct, as you will be charged for any changes that need to be made. Ensure that all wires are long enough to be routed in a manner that allows adequate support and sufficient flexibility to account for any movement between the engine and the airframe. 4.1 ECU to Fuel Injectors Measure the distance from the face of the fuel injector plug on the ECU to the end of the connector on each individual injector. Record these four values on the Wire Harness Order Form. Included in the ECU Fuel Injector harness are two shielded wires that go to the RPM and Fuel Flow gage. Record these two values on the Wire Harness Order Form. 4.2 ECU to Sensors Measure the distance from the face of the right sensor plug on the ECU to each of the components/locations listed. Repeat for the left side. Record these values on the form. - Speed Sensor connector face - Fuel Pressure Sensor connector end (on Distribution Block) - Cylinder Head Temperature (CHT) Probe at top of threaded hole in cylinders 3 (right side) and 4 (left side) - Inlet Air Temperature (IAT) at face of body adjacent to IAT sensor hole. - Pilot s mixture knob at center of mounting hole. (left only) 4.3 ECU to Ignition Coils Measure the distance from the face of the right ignition coil plug on the ECU to the face of the right ignition coil adjacent to the wire thru hole. Repeat for the left side. Record these values on the form. 4.4 Ignition Coils to Spark Plugs Measure the distance from the end of the spark plug tower on the ignition coil to the end of the corresponding spark plug. Repeat for each spark plug. Select the appropriate spark plug wire from the available lengths. If the measured length is between lengths order the next longer length. Record these selections on the form. 4.5 ECU to Power/Communications Measure the distance from the face of the PMU plug on the ECU to each of the components/locations listed. Record these values on the form. - Right Breaker attachment - Left Breaker attachment - ECU ground location - Left Comm connector - Right Comm connector - Annunciator Panel EMSINSTL001 REV 0.2 2/12/08 13

4.6 PMU to Aircraft Power/Eagle Battery Measure the distance from the face of the plug on the PMU to each of the components/locations listed. Record these values on the form. - Aircraft Bus + - Right Breaker - Left Breaker - ECU Ground location - Key Switch - Eagle Battery + - Annunciator Panel 5.0 HARNESS INSTALLATION Install the wire harness components provided using good wire routing and clamping procedures. Take care to protect the wires from chafing and damage. NOTE: All EMS connections should be complete prior to connecting to the Eagle Battery and aircraft power bus. 5.1 ECU to Fuel Injectors Connect the wires to the ECU and injectors, route and clamp. At the injector connector, the wires shall be secured to the fuel line with cable ties on both sides of the connector to ensure that the connector is firmly secured. 5.2 Fuel Flow and Tachometer outputs go to existing gages on the instrument panel, if the plane is so equipped. The ECU is capable of changing its Fuel Flow and RPM signal to match different instrumentation. Go to our website, click on Eagle EMS and frequently asked questions for specific instructions on wiring and ECU settings. With some instrumentation, in addition to connecting wires, it will be necessary to add resistors to the wiring to obtain full function. 5.3 ECU to Sensors Install the CHT adapters into the cylinder heads. Torque to 45-55 in-lbs. Install the CHT probes in the adapters. Install the IAT probes into the throttle body and tighten the pipe thread fitting to 45-65 in-lbs. Adjust so that the probe extends to roughly the center of the throttle bore. Tighten the compression fitting to securely retain the sensor. Install the Mixture knob in the cockpit. Connect the wires to the ECU, Speed Sensors, and Fuel Pressure Sensors. Note: On early throttle bodies the upper IAT probe hole is close enough to allow the probe to contact the butterfly. The IAT probe has a compression fitting that can be tightened and adjusted for clearance between the probe and butterfly. Ensure there is a full range of motion on the butterfly before tightening the compression fitting because once tightened there is no readjustment. EMSINSTL001 REV 0.2 2/12/08 14

5.4 ECU to Ignition Coils Connect the left ignition coil to the left side ECU connector. Connect the right ignition coil to the right ECU connector. The coil assemblies are identical therefore they are interchangeable for troubleshooting. The ignition wires should be connected, routed and dressed the same as they were for the magnetos. 5.5 Ignition Coils to Spark Plugs Connect the Ignition Coils to the corresponding spark plug. It is recommended that the coils be wired to the cross fire configuration. An example of the cross fire configuration is the right coil is set to fire the top spark plugs in the #1 and #3 cylinders and the bottom spark plugs are set to fire in the #2 and #4 cylinders. The left coil would then fire the bottom spark plugs in the #1 and #3 cylinders and the top spark plugs in the #2 and #4 cylinders. Torque compression nuts per the manufacturer s requirements. 5.6 ECU to Power/Communications Connect the wires to the PMU and to the components indicated on the wire labels. 5.7 PMU to Aircraft Power/Eagle Battery Connect the wires to the PMU and to the components indicated on the wire labels. EMSINSTL001 REV 0.2 2/12/08 15

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