0912941

Primary TIT and CHT Instruments

and
Remote Switches
Operating and Installation Instructions
OII 091294
9/12/94 *

You must read this manual before installing or operating the instrument. This
manual contains warranty and other information that may affect your decision
to install this product and/or the safety of your aircraft.

(This manual covers 12 instruments and remote switches)

Model:

S/N:

(Supersedes OI 101461, II 121161, II 110361 and II 111361)

(FAA Approved)

Electronics International Inc

Inc.. ®
63296 Powell Butte Hwy • Bend, OR 97701 • (541) 318-6060 • Buy-EI.com
 Important Notice
***** MUST READ *****
If you think it is not important to read this manual, you're wrong! This manual
contains important installation information that may affect the safety of your air-
craft, delay your installation or affect the operation of your instrument. You Must
read this manual prior to installing your instrument. Any deviation from these
installation instructions is the sole responsibility of the installer/pilot and may ren-
der the STC invalid.

Read the Warranty / Agreement

Agreement. There is information in the Warranty / Agreement
that may alter your decision to install this product. If you do not accept the terms of the
Warranty / Agreement, do not install this product
product. This product may be returned for a
refund. Contact Electronics International inc. for details.

Check that the instrument make and model marked on the side of the instrument and on the
invoice are correct before starting the installation.

Check that the limit information on this instrument matches the published limits in your aircraft's
P.O.H. or Flight Manual. Also, this information may be listed in the T.C. Data Sheet for your
aircraft. Any AD's and/or STC's may set forth additional limitations on the operation of your
engine. It is the aircraft owner's and/or installer's responsibility to determine proper
instrument calibration and range markings for your aircraft.

It is possible for any instrument to fail thereby displaying inaccurate high, low or jumpy
readings. Therefore, you must be able to recognize an instrument failure and you must be profi-
cient in operating your aircraft safely in spite of an instrument failure. If you do not have this
knowledge, contact the FAA or a local flight instructor for training.

The ability for this product to detect a problem is directly related to the pilots ability to program
proper limits and the pilots interpretation and observation skills.

The pilot must understand the operation of this product before flying the aircraft. Do not
allow anyone to operate the aircraft that does not know the operation of this product. Keep the
Operating Manual in the aircraft at all times.
 P-110 Standard EGT Probe 1218121

F Impor tant Installation Inf

Important ormation E
Information
All steps must be read before installing a probe.

1. Leave slack in the cable to allow

for engine movement and vibration.

S.S. Washer.

Hose Clamp.

2. Do Not Overtighten.
Over time, tight wire wraps
will cause the wire to break.

3. Both clip rings must be on the

Drill 13/64" Hole
inside of the hose clamp.
(See II Manual)
The rubber band is used to hold
the washer on during shipping.

4. The Type-K thermocouple wire's yellow and red insulation must

be stripped 3/8" for proper overlap in the OLC-1 (Over-Lap Con-
nector). Back out the set screw, insert wires into opposite ends
(matching colors) so wire insulation is just inside the nylon housing
and the ends of the wires are not exposed on the opposite side.
Tighten the set screw until the set screw stops turning and the hex
driver starts to flex (4-5 in-lbs). Tug on the wires (1-2 lbs) to
insure proper connection.
 P-110 Fast Response EGT Probe 1218122

F Impor tant Installation Inf

Important ormation E
Information
All steps must be read before installing a probe.

1. Leave slack in the cable to allow

for engine movement and vibration.

Hose Clamp.

2. Do Not Overtighten.
Over time, tight wire wraps
will cause the wire to break. 3/8"

3. The slit in the ferrule must be

placed perpendicular to the hose Drill 0.130" Hole
clamp band and the spring must (See II Manual)
be 3/8" back from the ferrule. If
the probe is placed in a hole
larger than 0.130", use a S.S.
washer between the exhaust pipe
and the ferrule.

4. The Type-K thermocouple wire's yellow and red insulation must

be stripped 3/8" for proper overlap in the OLC-1 (Over-Lap Con-
nector). Back out the set screw, insert wires into opposite ends
(matching colors) so wire insulation is just inside the nylon housing
and the ends of the wires are not exposed on the opposite side.
Tighten the set screw until the set screw stops turning and the hex
driver starts to flex (4-5 in-lbs). Tug on the wires (1-2 lbs) to
insure proper connection.
 Contents

Warranty ------------------------------------------------------------------ 2

Operating Instructions ------------------------------------------------- 3

Features ---------------------------------------------------------------------------------------------- 3
TIT ---------------------------------------------------------------------------------------------------- 4
EGTs -------------------------------------------------------------------------------------------------- 6
CHTs -------------------------------------------------------------------------------------------------- 7

Installation Instructions ----------------------------------------------- 10

1. Important Information and Initial Check Out --------------------------------------- 10
2. CHT Probe Installation -------------------------------------------------------------------- 11
3. TIT Probe Installation --------------------------------------------------------------------- 11
4. EGT Probe Installation -------------------------------------------------------------------- 11
5. Route the Extension Cables -------------------------------------------------------------- 12
6. Hook Up Connecting Wires -------------------------------------------------------------- 13
7. Connect and Install the Instrument and/or Remote Switch --------------------- 13
8. System Ground Test ----------------------------------------------------------------------- 13

Troubleshooting Instructions ----------------------------------------- 14

1. Instrument Check Out --------------------------------------------------------------------- 14
2. Probe Check Out --------------------------------------------------------------------------- 15
3. Extension Cable Check Out -------------------------------------------------------------- 15

Specifications and Operating Features ------------------------------ 1 6

Instrument Wiring Diagram ------------------------------------------ 1 7

Remote Switch Connected to a Primary TIT Channel ---------- 18

Remote Switch Connected to a Primary CHT Channel -------- 19

STC Information -------------------------------------------------------- 2 0

1
 War ranty / Agr
arranty eement
Agreement
Electronics International Inc. warrants this instrument and system components to be free from defects
in materials and workmanship for a period of one year from the user invoice date. Electronics Inter-
national Inc. will repair or replace any item under the terms of this Warranty provided the item is
returned to the factory prepaid.

1. This Warranty shall not apply to any product that has been repaired or altered by any person other
than Electronics International Inc., or that has been subjected to misuse, accident, incorrect wiring,
negligence, improper or unprofessional assembly or improper installation by any person. This war-
ranty does not cover any reimbursement for any person’s time for installation, removal,
assembly or repair. Electronics International retains the right to determine the reason or cause for
warranty repair.

2. This warranty does not extend to any machine, vehicle, boat, aircraft or any other device to which
the Electronics International Inc. product may be connected, attached, interconnected or used in
conjunction with in any way.

3. The obligation assumed by Electronics International Inc. under this warranty is limited to repair,
replacement or refund of the product, at the sole discretion of Electronics International Inc.

4. Electronics International Inc. is not liable for expenses incurred by the customer or installer due to
factory updates, modifications, improvements, upgrades, changes, or any other alterations to the
product that may affect the form, fit, function or operation of the product.

5. Personal injury or property damage do to misinterpretation or lack of understanding this product is

solely the pilots responsibility. The pilot must understand the operation of this product before flying
the aircraft. Do not allow anyone to operate the aircraft that does not know the operation of this
product. Keep the Operating Manual in the aircraft at all times.

6. E. I. Inc. is not responsible for shipping charges or damages incurred under this Warranty.

7. No representative is authorized to assume any other liability for Electronics International Inc. in
connection with the sale of Electronics International Inc. products.

8. If you do not agree to and accept the terms of this warranty, you may return the
product for a refund.

This Warranty is made only to the original user. THIS WARRANTY IS IN LIEU OF ALL
OTHER WARRANTIES OR OBLIGATIONS: EXPRESS OR IMPLIED. MANUFAC-
TURER EXPRESSLY DISCLAIMS ALL IMPLIED WARRANTIES OF MERCHANT-
ABILITY OR FITNESS FOR A PARTICULAR PURPOSE. PURCHASER AGREES
THAT IN NO EVENT SHALL MANUFACTURER BE LIABLE FOR SPECIAL, INCI-
DENTAL OR CONSEQUENTIAL DAMAGES, INCLUDING LOST PROFITS OR LOSS
OF USE OR OTHER ECONOMIC LOSS. EXCEPT AS EXPRESSLY PROVIDED
HEREIN, MANUFACTURER DISCLAIMS ALL OTHER LIABILITY TO PURCHASER
OR ANY OTHER PERSON IN CONNECTION WITH THE USE OR PERFORMANCE OF
MANUFACTURER’S PRODUCTS, INCLUDING SPECIFICALLY LIABILITY IN TORT.

2
Operating Information Instruments

OPERATING INSTR
OPERATING UCTIONS
INSTRUCTIONS

Features
1. Instruments
The Electronics International line of primary TIT/CHT instruments offer the following features:

A. Digital Display - The digital display allows you to read absolute temperatures at a
glance. It does not require interpretation of dials or tic marks. In a short period of time you
will be come familiar with the normal operating temperatures of your engine. Abnormal
temperatures will be easy to spot. The digital display is easily viewable in direct sunlight. If
the instrument backlight has been permanently powered up (as recommended), the digital
display will be easier to see during low ambient light conditions and at night.

B. Over Temperature Warning Light - Over the digital display is a warning light that
will turn on any time the temperature exceeds the maximum operating temperature limit
indicated on the front of the instrument. Also, there is a control line that may be use to turn
on Electronics International's AL-1 remote mounted warning light. During power-up the
warning lights will flash. This indicates the light and over-temp circuitry is operating prop-
erly.

C. 1 Degree Resolution - The digital display resolves temperatures to 1 degree. This

allows you to interpret trends quickly. This can be very helpful in diagnosing problems and
leaning your engine. Also, any unit may be ordered to display in degrees F or degrees C.

D. 1/2% Accuracy - Electronics International Instruments are not affected by shake,

shock, vibration, tilt, stick-slip, bearing wear, spring wear, lead resistance, probe resistance,
magnetic fields or the many other factors that plague analog instrument accuracy. All E.I.
instruments are temperature compensated to read cabin temperature when a probe is discon-
nected. E.I. instruments should never need recalibration.

E. Flexibility - Electronics International instruments are compatible with any type K

ungrounded probe. Lead resistance does not affect the accuracy of these instruments. You
may use any length extension cable between the unit and the probe without affecting the
accuracy of the instrument.

F. Upgradeable - Any single channel TIT and/or CHT unit may be upgraded to a full
multi-channel analyzer by simply adding a Primay Remote Switch to the system. The instru-
ments, remote switches, extension cables and probes were designed in a modular fashion with
slip-on connectors. This means a remote switch may be added to your existing system by
simply mounting it into your instrument panel, installing the additional wires and probes and
plugging it in. You do not have to buy a new system to upgrade to a full analyzer.

3
Operating Instructions TIT

2. Primary Remote Switches

A. Used with a Primary TIT Instrument - A Primary Remote Switch may be
connected to a TIT channel on any appropriate Electronics International Instrument.
This gives the TIT instrument multi-channel EGT capability. Only the TIT or any EGT
cylinder may be displayed on a Primary TIT instrument. The channel marked "Primary"
on the remote switch is used to display TIT.

B. Used with a Primary CHT Instrument - A Primary Remote Switch may be

connected to a CHT channel on any approprate Electronics International Instrument.
This gives the CHT instrument multi-channel CHT capability. Only CHT's may be dis-
played on a Primary CHT Instrument. The channel marked "Primary" on the remote
switch is used to display the primary CHT cylinder (i.e., if cylinder number 3 is the pri-
mary CHT cylinder for your engine, cylinder 3 will be displayed on the CHT instrument
when the remote switch is set to the channel marked "3" or the channel marked "Pri-
mary").

Note: When using a Primary Remote Switch, the switch must be left in the
"Primary" position during flight.

TIT

1. Maximum Operation TIT Limit (Red Line)

Do not operate your engine above the Maximum Operating Temperature Limit as indicated
on the front of this instrument. Operating above TIT Red Line can cause turbine housing and
component failures, detonation or preignition (which will destroy engine and turbine compo-
nents), loss of engine power, reduced turbocharger and engine life and can cause a fire haz-
ard. It is essential to operate your engine within its TIT operating limits. Electronics
International’s TIT instruments give you three mechanisms to detect an over-temperature
limit (Red Line) condition.

A. The Large Digital Display gives you a fast and very accurate indication of your
current temperature condition. This instrument will display temperatures from ambient
to 1999°F in 1°F increments. This also allows you to interpret rate and trend information
at a glance.

B. This instrument incorporates an Over-Temperature Warning Light. This light will

come on any time the TIT is above the Maximum Operating Temperature Limit as indi-
cated on the front of this insturment. This light provides the advantage of catching your
attention without your having to scan or interpret the display.

C. This insturment also comes with an External Warning Control Line. This line can be
connected to an external light in a control panel or mounted in front of the pilot. This
control line will turn on the external light any time the TIT exceeds the Maximum Operat-
ing Temperature Limit as indicated on the front of this instrument.
4
Operating Information TIT

2. Using the TIT Instrument to Lean Your Engine

You will want to lean your engine in cruise. A rich running engine wastes fuel needlessly and tends
to run on the rough side. This create vibration, which causes deterioration of engine accessories
and engine mounts. Also, proper leaning at cruise and during descent means less spark plug
fouling, longer life for the plugs, reduced maintenance costs and considerable fuel savings. Fur-
thermore, good leaning techniques result in cleaner combustion chambers with fewer lead salt
deposits on the pistons and exhaust valves. Under certain conditions, these deposits invite preigni-
tion and higher maintenance costs. Proper leaning at cruise during cool or cold weather aids in
raising engine and oil temperatures to desirable minimums in order to evaporate the water and
acids out of the oil. Water and acids attack the insides of an engine, causing rust and corrosion.

The TIT is a collection of the EGT's for all the cylinders. As you lean the engine, one cylinder will
reach peak EGT before the others. As you continue to lean, the EGT for the leanest cylinder will
decrease in temperature but the TIT will continue to increase. When the combined total of all the
increasing cylinders equals all the decreasing cylinders, the TIT will reach peak. For this reason,
using a TIT to lean an engine is not as desirable as using a multi-channel EGT instrument. But, if
you must lean the engine using only the TIT, perform the following steps:

A. Rough Leaning: Adjust the mixture control from the full rich position to a leaner setting
that results in a slight drop in engine RPM or to a setting near peak TIT, as dictated by
experience. The mixture control should be left at this setting until the TIT stabilizes. It will
take about 20 seconds for the temperatures to stabilize within 1°F. This lag is due to the
combustion walls and piston domes increasing in temperature, which affect the combustion
and exhaust gas temperatures. To correctly lean an engine you must wait for the
engine to thermally stabilize
stabilize. Less sensitive instruments will not pick up these subtle
changes, which are important in leaning and diagnosing problems.

B. Precision Leaning: Again, start leaning, making only very small adjustments and
waiting 3 to 5 seconds between adjustments. As you approach peak, the exhaust gas tempera-
ture will rise much slower until it starts to decrease. When this happens you have reached
peak TIT. The 1°F resolution of the digital display will be invaluable in helping you precisely
detect peak TIT. If your engine runs rough before peak TIT is reached, note the temperature
reading on the TIT instrument. When an engine starts to run rough (not when it loses power,
but actually runs rough) the leanest cylinder has gone past peak EGT by 30 to 50 degrees F.
The leanest cylinder is misfiring causing the engine to run rough. From this point enrichen the
mixture to obtain a 50 degrees F lower TIT from the noted temperature. This will set the
leanest cylinder slightly on the rich side of peak EGT. The rest of the cylinders will be run-
ning richer than the leanest by an amount dictated by the temperature spread for your engine.
With this method you can reasonably lean an engine with the TIT instrument.

For your engine, check the engine manufacturer’s recommended leaning procedures procedures..
It is not recommended to lean near peak TIT for power settings above 75% 75%.. The
richer mixture is needed to cool the combustion temperatures and keep the anti-knock capability of
the fuel high enough to prevent detonation from occurring at the higher power settings.

5
Operating Information EGTs

EGTs
1. Using an EGT Analyzer to Lean Your Engine
To properly lean your engine, using a multi-channel analyzer, perform the following steps:

A. Rough Leaning: Select the hottest EGT cylinder. Adjust the mixture control from the
full rich position to a leaner setting that results in a slight drop in engine RPM or to a setting
near peak EGT, as dictated by experience. The mixture control should be left at this setting
until the EGT’s stabilize. It will take about 20 seconds for the temperatures to stabilize within
1°F. This lag is due to the combustion walls and piston domes increasing in temperature,
which affect the combustion and exhaust gas temperatures. To correctly lean an engine
you must wait for the engine to thermally stabilizestabilize. Less sensitive gauges will not pick
up these subtle changes, which are important in leaning and diagnosing problems.

B. Precision Leaning: Again select the hottest EGT cylinder. This cylinder may be differ-
ent than the one you started with. This is the cylinder on which you should perform your
precision leaning. Again, start leaning, making only very small adjustments and waiting 3 to 5
seconds between adjustments. As you approach peak, the exhaust gas temperature will rise
much slower until it starts to decrease. When this happens you have reached peak EGT. The
1°F resolution of the digital display will be invaluable in helping you precisely detect peak
EGT.

C. Finding The Cylinder That Peaks First: For most engines Step B (Precision Leaning)
will result in a properly leaned engine. If you find this to be the case with your engine, this
step will not be necessary. But if you want to verify that you have leaned to the cylinder that
peaked first and your engine is operating properly, perform the following with the cylinder
found in step B at peak EGT: Slightly enrich the mixture and quickly step through each
cylinder. Any cylinder that shows a rising temperature is a leaner cylinder. Check that this
cylinder does not rise more than 15°F before it starts decreasing in temperature. If a cylinder
rises more than 15°F it may have a problem.

2. EGT Diagnostics
Since the EGT is directly related to the combustion temperature, it is an indication of the engine’s
ability to produce power. If the engine is not producing the correct amount of power, the EGT
instrument can be a very valuable troubleshooting tool as well an early warning system before
engine failure occurs. With 1‘F resolution, our digital EGT instruments will react to the slightest
changes in the combustion process. To detect a problem, become familiar with your engine’s
normal EGT readings during run-up, climb, cruise and descent. Any difference from the norm can
be a sign of trouble.

During normal operation the EGT will stabilize to 1°F for a given throttle and mixture setting. If
it does not stabilize, this can also be the first sign of trouble. With rate and trend information

6
Operating Information CHTs

being displayed instantaneously and with temperatures being read to 1°F, few problems can escape
the pilot flying one of Electronics International’s analyzer systems.

It is not necessary to continually monitor the EGT’s in order to detect a problem. Most problems
worsen over a period of time and can be easily detected before they become a safety hazard by
thoroughly checking the EGT readings at run-up and once or twice during a flight.

The following is a list of EGT/CHT symptoms and possible problems:

Symptom Possible Problem

One EGT reads abnormally high. The corre- Burned valve or broken ring, defective plug,
sponding CHT reads lower than normal. plug wire or mag.

One EGT reads abnormally high. The corre- Plugged injector, intake leak.
sponding CHT reads higher than normal.

One EGT reads abnormally low. Over-sized injector, restricted exhaust, broken
or leaky exhaust header.
High CHT’s and/or high EGT’s on all cylin- Excessive leaning with power settings over
ders. 75%. Detonation due to bad fuel. Closed or
restricted cowl flaps. Missing or loose baffling.

High EGT’s and/or low CHT’s on all channels. Timing problem or defective mag.

Jumpy readings on one channel. This is not an engine problem. Check all
connections and the probe for proper opera-
tion. See Troubleshooting Section of this
manual.

CHTs

1. Maximum CHT Operating Limit (Red Line)

Do not operate your engine above the Maximum Operating Temperature Limit indicated on the
front of this instrument. Operating above CHT Red Line can destroy plugs, burn and warp
valves, cause detonation or preignition (which can destroy engine components), cause extensive
wear on bearing surfaces, cause loss of power, and much more. It is essential to operate your
engine within its CHT operating limits. Electronics International’s CHT instruments give you
three mechanisms to detect an over-temperature limit (Red Line) condition.

7
Operating Information CHTs

A. The Large Digital Display gives you a fast and very accurate indication of your current
temperature condition. This unit will display temperatures from ambient to 1999°F in 1°F
increments. This also allows you to interpret rate and trend information at a glance.

B. This unit incorporates an Over-Temp Warning Light. This light will come on any time the
CHT is above the Maximum Operating Temperature Limit indicated on the front of this unit.
This light has the advantage of catching your attention without having to scan or interpret the
display.

C. This unit also comes with an External Warning Control Line. This line can be connected
to an external light in a control panel or mounted in front of the pilot. This control line will
turn on the external light any time the CHT exceeds the Maximum Operating Temperature
Limit indicated on the front of this unit.

2. Cautionary Temperature Range (Yellow Line)

Although operating your engine in this temperature range is approved, prolonged operation may
cause excessive engine wear. The Cautionary Temperature Range extends from the “CAUTION”
to “MAX. LIMIT” indicated on the front of this instrument.

3. CHT Operation
The Cylinder Head Temperature (CHT) instrument helps the pilot protect his engine against the
threat of excessive heat. Most general aviation aircraft monitor the hottest CHT as determined by
extensive flight tests done by the airframe manufacture. Minimum in-flight CHT should be 150°F,
and maximum in most direct drive normally aspirated Avco Lycoming engines is 500°F. Some of
the higher powered, more complex engines have a limit of 475°F. Although these are minimum
and maximum limits, the pilot should operate the engine at more reasonable temperatures in order
to achieve the expected overhaul life of the powerplant. It would be normal during all-year opera-
tions in climb and cruise to see cylinder head temperatures in the range of 350°F to 435°F.

Sudden cooling of the CHT (known as shock cooling) is a problem that is common with aircraft
engines. This is caused by fast descents with little or no power and rich mixtures. This may result
in bent pushrods due to exhaust valves sticking, burnt valves, spark plug fouling, broken piston
rings, cracked cylinders at the spark plug and valve ports and warped exhaust valves. To avoid
these problems, do not allow the CHT to cool more rapidly than 1°F every 3 seconds during in-
flight operation. This can be easily detected with our 1°F digital display.

During climbs, the cylinder head temperatures will rise rapidly until the heat absorbed by the
combustion walls is dissipated out the engine’s cooling fins. At this point, the CHT will stabilize.
Any change in throttle, mixture, cowl or airspeed will affect the CHT and the rate at which it will
change. Since rate and trend information can be easily interpreted from our digital display,
changing any one of these parameters to stabilize, slow or reduce the CHT is possible with almost
immediate results. Our digital instrument takes the guesswork out of controlling your CHT.

8
Operating Information CHTs

4. CHT Diagnostics
The source of heat in an engine is from the combustion of the fuel/air mixture producing tempera-
tures of approximately 4000°F. Some of this heat energy goes into heating the cylinder heads
through radiation and conduction. This heat is sinked away from the engine by the air flow over
the cylinder heads. When the heat being generated in the cylinder heads equalizes with the heat
being sinked away, the cylinder head temperature will stabilize. If a problem arises in the com-
bustion chamber or in the ability of the cooling system to sink away heat, the CHTs will be af-
fected. To detect a problem, become familiar with your engine’s CHT operating temperatures
during run-up, climb, cruise and descent. Any differences from normal can be a sign of trouble.

Continuous change in the CHT can also be a sign of trouble. Because of the large thermal mass of
the engine, the CHT’s change slowly after the initial climb. Any continuous change in one or all of
the CHTs after this initial climb can be the sign of trouble. The rate and trend of this change can
easily be detected with Electronics International’s 1°F resolution digital display. This information
allows the pilot to make changes in flight attitude or engine operation and see the effects almost
instantaneously.

9
Installation Instructions Important Information

INSTALLA
INSTALLATION INSTR
ALLATION UCTIONS
INSTRUCTIONS

1. Important Information and Initial Check Out

A. The installer and aircraft owner must read the Warranty before starting the
installation. There is information in the Warranty that may alter your decision to install this
instrument. If you do not accept the terms of the Warranty, do not install this instru-
ment.

B. If you are not an FAA Certified Aircraft Mechanic familiar with the issues of installing air-
craft TIT, EGT, and/or CHT instruments, Do Not attempt to install this instrument. The installer
should use current aircraft standards and practices to install this instrument (refer to AC 43.13).

C. Check that any necessary FAA Approvals (STC's, etc.) are available for your
aircraft before starting the installation. STC's are located at the back of this
manual.

D. Check that the limit information on this instrument matches the engine manufacturer’s pub-
lished limits for your engine. The airframe manufacturer, AD's and/or STC's may set forth addi-
tional limitations on the operation of your engine.

Do not attempt to remove or replace the limit stickers on this instrument. If the limits for your
engine do not match those which are marked on this instrument send this unit back to Electronics
International Inc. for re-calibration. DO NOT install or use a primary engine instrument that is
not properly calibrated for your aircraft.

E. Read the entire Installation Instructions and resolve any issues you may have before starting
the installation. This may eliminate any delays once the installation is started.

F. THIS INSTALLATION MAY REQUIRE SOME PARTS UNIQUE TO YOUR AIR-

CRAFT THAT ARE NOT SUPPLIED IN THE KIT. Acquire all the parts necessary to
install this instrument before starting the installation.

G. Check that the instrument make and model are correct before starting the installation.

H. Before starting the installation make sure the unit will fit in the location you intend to install it
without obstructing the operation of any controls.

I. If this instrument is to replace an existing unit in the aircraft, it is the installer's responsibility to
move or replace any existing instruments or components in accordance with FAA approved
methods and procedures. The following Installation Instructions do not cover moving or the
removal of any existing instruments or components.

10
Installation Instructions Probe Installation

2. CHT Probe Installation

Most engines have a port just below the lower spark plug for the CHT probe. Replace your
existing Primary CHT probe with one of Electronics International’s CHT probes. It is important
to install the same type of CHT probe as was removed from the engine. A bayonet and screw-in
type probe may be interchanged. Your current CHT probe was installed in the hottest cylinder
determined by extensive flight testing. If you suspect your current probe was not installed on the
correct cylinder or the probe type is incorrect, contact your airframe service department for this
information.

3. TIT Probe Installation

Electronics International offers a variety of TIT probes. The following describes the steps for
installing each of these probes.

A. Hose Clamp EGT/TIT Probe - Remove the existing TIT probe and drill this hole out
using a 13/64 inch drill bit. This will insure easy installation and removability of the probe.
Insert the EGT probe and tighten the hose clamp. As the hose clamp is heated and cooled it
will become loose as it conforms to the exhaust stack. After the first 10 hours of operation,
retighten this clamp.

B. Screw-in TIT Probe - This probe has an adjustable depth so it can be adjusted for any
application, but it can only be adjusted once. Once the ferrule has been compressed, the probe
depth cannot be changed. Perform the following steps:

1. Remove your current TIT probe and check that your E.I. probe and compression
fitting will fit and work properly. E.I. offers three screw-in TIT probes (1/8" NPT, 1/4"
NPT and 7/16" - 20).

2. Determine the correct depth the probe sheath should extend beyond the compression
fitting. Do this by checking it against your current TIT probe (1" is standard).

3. Set the compression fitting by tightening the cap into the body using a wrench.

4. Install your E.I. TIT probe into the exhaust stack and tighten.

4. EGT Probe Installation

Look at each exhaust stack and determine the best location at which all of the EGT probes can be
mounted at the same distance down from the exhaust ports. The ideal location is 1 1/2", but ease
of installation should prevail. Drill a 13/64" diameter hole in each exhaust stack. Insert the probe
and tighten the hose clamp. As the hose clamp is heated and cooled, it will become loose as it
conforms to the exhaust stack. After the first 10 hours of operation, each hose clamp should be
retightened.

11
Installation Instructions Route the Extension Cables

IMPORTANT NOTE: For Cessna 210’s or any aircraft using a slip joint in the exhaust system,
install the EGT probes ABOVE OR BELOW THE SLIP JOINT. Installing a EGT probe in the
slip joint can damage the probe.

5. Route the Extension Cables

Mark both ends of each cable with the appropriate cylinder and/or probe type. Plug each probe
into its associated extension cable. Be sure the connectors mate properly. When tie wrap-
ping these cables down, be sure there is no strain or pulling on the cable against the probe housing.
Each probe should have 3 to 4 inches of slack to allow the engine to move in its mount without
breaking any wires. Also, there should be a tie wrap near the probe connectors. Dress each cable
up to the instrument or remote switch keeping them away from any hot areas (exhaust stacks,
cylinder heads, etc.).

We do not recommend removing the connectors when installing the extension cables but if you
must shorten the cable, pull any excess cable length through the fire wall and cut it off at this time.
However, it is recommended you leave some extra wire length under the instrument panel for later
modifications. Varying cable lengths will not affect the accuracy of this instrument so cables of
any length may be ordered from the factory. The Extension Cables and probe wires are made of
type K thermocouple wire that must not be substituted or extended with regular copper wire.
Also, it is important these wires not be kinked (i.e., do not bend the wires on a radius less
than 1 inch ).
inch).

Connect the Extension Cables using the OLC-1 connectors as described below:

A. Strip back the insulation on the two mating wires 3/8". Be careful not to nick the wires.

B. Place the hex driver (0.050") in the OLC-1 set screw and back out the set screw to the last
thread.

C. Inset the two wires into the ends of the connector so the wire insulation is just inside the
nylon housing and the ends of the wires are not exposed on the opposite side.

D. Tighten the set screw until the set screw stops turning and the hex driver starts to flex (4 to
5 in.-lbs.)

E. Tug on the wires (1 to 2 lbs.) to insure proper connection.

Tie off any excess cable under the instrument panel. Be sure these cables do not obstruct the
freedom of travel of any controls. Cable length does not affect the accuracy of our units, so cables
of any length may be ordered from the factory.

12
Installation Instructions Hook-Up Connecting Wires

6. Hook-Up Connecting Wires

Connect the red wire supplied in the kit to the 12 or 24 volt bus via a 1 amp fuse or circuit breaker
(see the Wiring Diagram at the back of this manual). Connect the black wire supplied in the kit to
ground. Connect the white/violet and/or white/gray wires as shown in the Instrument Wiring
Diagram at the back of this manual.

Tie off any excess cable under the instrument panel. Be sure these cables do not obstruct the
freedom of travel of any controls.

7. Connect and Install the Instrument and/or Remote Switch

Connect the extension cables and all other wires to the instrument and/or remote switch as shown
in the appropriate wiring instructions at the back of this manual. Be sure the connectors mate
properly
properly. Install the unit from behind the instrument panel using 6 x 32 screws. These screws
must not be longer than 0.4 inches. Install the remote switch through a 1" square hole cut into the
aircraft instrument panel. Tie wrap cables as needed. Be sure these cables do not obstruct the
freedom of travel of any controls.

Only the following configurations are approved when using a Primary Remote Switch with one of
E.I.'s Primary Instruments:

A. TIT and EGTs - The TIT input must be connected to the channel marked "Primary"
on the remote switch. The numbered channels should be connected to EGT inputs only. It is
not allowed to mix the TIT display with any other function (i.e., CHT, Carb Temp, OAT, etc.)
except EGT.

B. CHTs - The primary CHT input must be tee'd into the channel marked "Primary" and
into the appropriate numbered channel on the remote switch. The rest of the CHT inputs
should be connected to the appropriate numbered channels on the remote switch. It is not
allowed to mix the CHT display with any other function (i.e., TIT, EGT, Carb Temp, OAT,
etc.).

8. System Ground Test

A . Turn the master switch on and look for a near ambient temperature reading on each channel.
If the instrument does not power-up (display a reading), check the power and ground leads (red
and black leads) for an open, loose or poor connection.

If you suspect any channel is not receiving a signal remove the probe from the engine (leaving it
connected to the Extension Cable) and apply a temperature to it. Look for an increase in reading
on the display for that channel. Check the other channels for an increase in reading. You may

13
Troubleshooting Suggestions Instrument Check Out

have connected the probe to the wrong Extension Cable. If the reading is decreasing, you may
have reversed the connectors on the Extension Cable leads (the yellow wire on the probe must
connect to the yellow wire on the Extension Cable).

B . Start the engine and check each channel for a proper reading. On the ground EGTs will read
around 900’F and CHTs will read around 200’F. If you suspect any channel is not receiving a
signal properly, see the “Troubleshooting” section of this manual.

TROUBLESHOO
TROUBLESHOOTING
OUBLESHOOTING SUGGESTIONS

Because high reliability is designed into Electronics International’s equipment, there is no reason to put
up with poor operation. We have few problems with our probes, cables and units and installation is
simple. Usually fixing a problem is just a matter of inspecting the installation at a few key points.

Strategy

If you have more than one problem, FIX ONE PROBLEM AT A TIME TIME.. Trying to fix all of
them at once can be confusing and misleading. In many cases fixing one problem first will lead you
to the solution for fixing all of the problems. Therefore, take one problem on one channel and
proceed with the following:

1. Instrument Check Out

If there is an identical symptom on each channel, then the instrument may have a problem. But if
even one channel of the instrument is operating properly, the instrument probably does not have a
problem. A good method to test the instrument is to remove all the Extension Cables. Then look
for a reading on all channels to be near cabin temperature. The only inputs a unit requires to
operate properly and measure cabin temperature is power (red lead) and ground (black lead).
Check the power and ground leads for proper connection (pull on the wire at each connector).

NOTE: Few problems turn out to be the instrument.

2. Probe Check Out

There are two good methods of testing a probe. Perform one or both of the following:

A. A probe can be tested with an ohmmeter. Disconnect the probe from the Extension Cable.
When testing the resistance between the connectors, the probe should measure a “short” (less
than 5 ohms). When measuring from one lead (either lead) of the probe to the probe sheath
(metal tip), there should be an “open” (10k or greater).

14
Troubleshooting Suggestions Extension Cable Check Out

B. Another method of checking a probe is to plug the suspected bad probe into a channel that
is working properly. If the problem follows the probe, you have a defective probe.

3. Extension Cable Check Out

With the Extension Cable connected to the unit, remove the probe from the suspected bad Exten-
sion Cable. Set the unit to the proper channel and look for a near cabin temperature reading on
the display. A very high or low reading indicates a short to ground in the cable. Next, connect an
ohmmeter, set to 10K range, to the open probe ends of the suspected bad Extension Cable. Set the
unit to the proper channel and look for a very high (+ or -) reading on the digital display. A near
cabin temperature reading or no change in reading indicates an open in the cable or its connec-
tors. Also, look for a reading on the ohmmeter around 12K ohms. Most problems of this kind are
usually one of the following:

A. Improper OLC-1 Connections: Pull on wires installed in the Over-Lap Connector to

check the connection. You may have insulation in the overlap area. Remove the wires from
the OLC-1 and inspect.

B. Broken Wire: A wire can be broken from a too-tight tie-wrap or by repeatedly flexing
the wire. Inspect the wires for a break. Note: A wire can be broken while the insulation is
still intact.

C. Cable Chafed to Ground: If a cable is routed around a metal object, it will over time
chafe the wire and short to the object. Inspect the wires for chafing.

15
 SPECIFIC
SPECIFICAATIONS and OPERATING FEA
OPERATING TURES
FEATURES
S0912941
9/12/94
Models: (Temperature Monitoring Instruments) C-1P, T-1P, E-1P, CC-1P, EE-1P, EC-1P, TT-
1P, TC-1P.

Weight: C-1P, T-1P, E-1P - 7 oz. (unit only)

EE-1P, CC-1P, EC-1P, TC-1P - 11.2 oz. (unit only)
6' T.C. Cable - 2 oz. (20' T.C. Cable = 7 oz.)
TIT or CHT Probe - 1.6 oz.

Environmental: Meets TSO C43a

Power Requirements: 7.5 to 30 Volts, 1/10 Amp.

Display: LCD’s (viewable in direct sunlight), with 12 and 24 volt backlight control wires.

Over-Temp Warning Light: This light comes on when the displayed temperature exceeds the
Max. Limit marked on the front of the instrument. This light will
flash during power-up.

External Warning Control Line: Grounds when the Over-Temp Warning Light is on. Cur-
rent must be limited to 2/10 of an amp.

Display Temperature Range: 1999°F to -1999°F

Accuracy: 1/2% in accordance with TSO C43a.

Resolution: 1°F (with enhanced stability and response circuits).

Probes: Type K, Ungrounded (for improved accuracy, stability and reliability).

Extension Cables: Type K, any length or size (you may use your existing type K cables).

Models: (Remote Switches) RS-5-1P, RS-5-2P, RS-7-1P, RS-7-2P, RS-2-2

Weight: RS-2-2P, RS-5-1P, RS-5-2P RS-7-1P- 3.2 oz. (unit only)

RS-7-2P - 4.9 oz. (unit only)

Environmental: Meets TSO C43a

Contacts: Gold

Contact Resistance: <50 milliohms

Angle of Throw: 30 degrees

Rotational Torque: 3.5 to 7.5 ounce-inches

16
 Instrument Wiring Diagram
1031122

Instrument P1 (Red)
All Instruments
Power Lead
Back Panel P2 ( Black)
Ground Lead
P6 (White/Violet) 12V Backlight (open for 24V backlight)
P5 (White/Gray) 24V Backlight (ground for 12V backlight)
P3 (Orange) External Warning Control Line
(Left display on dual instruments)
P4 (Yellow) Right External Warning Control Line
(Dual instruments only)

Connector E-1P, C-1P or T-1P (9-Pin Connector)

P8 (Yel), P9 (Red) To Temp Probe

EE-1P, CC-1P or TT-1P (16-Pin Connector)

P8 (Yel), P7 (Red)
To Left Probe [L]
P10 (Yel), P9 (Red) To Right Probe [R]

EC-1P (16-Pin Connector)

P8 (Yel), P7 (Red) To EGT Probe [EGT]
P10 (Yel), P9 (Red)
To CHT Probe [CHT]

TC-1P (16-Pin Connector)

P8 (Yel), P7 (Red)
To TIT Probe [TIT]
P10 (Yel), P9 (Red)
To CHT Probe [CHT]

17
 Remote Switch Connected to a Primary TIT Channel
This configuration allows a primary TIT instrument to monitor one TIT and all the
EGT's for a four or six cylinder engine.

16-Pin Connector
P16 (Yel), P15 (Red) To Temperature Instrument
OLC-1
(1 of 2 shown)
P2 (Yel), P1 (Red)
Cyl # 1 Probe
P4 (Yel), P3 (Red)
Cyl #2 Probe
P6 (Yel), P5 (Red)
Cyl #3 Probe
P8 (Yel), P7 (Red)
Cyl #4 Probe
P10 (Yel), P9 (Red)
RS-7-1P or RS7-2P Only Cyl #5 Probe
P12 (Yel), P11 (Red)
Cyl #6 Probe
Primary Channel P14 (Yel), P13 (Red)
TIT Probe
One of these probes was
provided with the instrument.

RS-5-2P and RS-7-2P Only

On the back of the RS-5-2P and RS-7-2P there are two groups of the above wires. When one of
these switches is used with an Electronics International Dual Display Instrument they can simul-
taneously select the following:

1. Right and Left TIT and EGT's for a twin engine aircraft.
2. Right and Left CHT's for a twin engine aircraft.
3. TIT, EGT's and CHT's for a single engine aircraft.

18
 Remote Switch Connected to a Primary CHT Channel
This configuration allows a primary CHT instrument to monitor all the CHT's for a
four or six cylinder engine. This diagram shows cylinder #3 as the primary CHT.
Your installation should use the primary CHT cylinder for your aircraft.

16-Pin Connector
P16 (Yel), P15 (Red) To Temperature Instrument
OLC-1
(1 of 2 shown)
P2 (Yel), P1 (Red)
Cyl # 1 Probe
P4 (Yel), P3 (Red)
Cyl #2 Probe
P6 (Yel), P5 (Red)
Cyl #3 Probe
P8 (Yel), P7 (Red)
Cyl #4 Probe
P10 (Yel), P9 (Red)
RS-7-1P or RS7-2P Only Cyl #5 Probe
P12 (Yel), P11 (Red)
Cyl #6 Probe
Primary Channel P14 (Yel), P13 (Red)
One of these probes was
provided with the instrument.

RS-5-2P and RS-7-2P Only

On the back of the RS-5-2P and RS-7-2P there are two groups of the above wires. When these
switches are used with one of Electronics International's Dual Display Instruments they can
simultaneously select the following:

1. Right and Left TIT and EGT's for a twin engine aircraft.
2. Right and Left CHT's for a twin engine aircraft.
3. TIT, EGT's and CHT's for a single engine aircraft.

19
 'l!:lnitcd ~rates of S!mcrtm
Bcpartmcnr of ~ransportation- -jfcdcral 2l\1iation 2ldministration
~uppl£m£ntal 11C~p£ Q:£rtificat£
SA3862NM

Electronics International, Inc.

Civil Air

(!/ . . / //J / r./- / ; -~/./; .1/

fH;;~ na , '.0<t><L~~~t:~, hy/u• (-J£"'ry /c.a/e",/ fu?n.k~: *See Attached Approved Model
* List (AML) No. SA3862NM, for
,~zk-.·
* list of approved airplane models
./tt¥~:1 and applicable airworthiness
* regulations.
r· . .
'J£4.<mjl~<·n <J· ,/y/te.:./..e4<y•n
- r.· .
r)ku;y-e .
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Installation of Electronics International, Inc. Primary TIT/EGT/CHT instruments, remote

switches and associated accessories in accordance with Electronics International, Inc.
Installation Instructions No. II 110361 (Rev. A) and II 111361 respectively, or later FAA
Approved Revisions. These instruments are applicable to reciprocating engines only.
NOTE: These will replace the existing TIT/EGT/CHT analog gauges.
(continued on Page 3 )

Approval of this change in type design applies to

the aircraft models listed in the AML only. This approval should not be extended to
aircraft of this models on which other previously approved modifications are incorporated
unless it is determined that the relationship between this change and any of those other
previously approved modifications, including changes in type design, will introduce no
adverse effect upon the airworthiness of that aircraft. A copy of this Certificate, AML
SA3862NM, and Electronics International Inc. Instructions No. II 121161 shall be maintained
~~R~~~0£~t~;,YlC!;;Y,?:~.~;.~z~~J~x"J~w~~;:f;~~~~~~;//.,.6,.,uu;n-¥TV£/Jed~/Jlh~Mf/1'-
J<en~'N'-</(4.u4/u;u£.-</(•J<e/l¥hu{eJ<.<I//.e'l'-;n/nal'-~·;-v~J/e·~-oth..eYJ<u'f4.e.~z/~~~~/he,_'2f!d;.ninfiilra~·J<~/he

·Unz/, -:-J:H:a_/;-_,n .vUm/nfiiba/&.n,

February 25., 1988

April 6, 1988 April 25 , 1988

( Signatur() /
Assistant Manager, Seattle
Aircraft Certification Office
( Tltle)
A rzy alteration of this certificate zs punishable b)' a fine of not exceedz.ng $1,000, or imprisonment not exceeding 3 _years, or both.
This certificate may be transferred in aaordance with FAR 21.47.
FAA FoRM 81 I 0-2 (I 0-68)
 'llnittd ~tt! or S!JDaiQ
Brpartmcnt of ~ansportetion-.ftdtral £1\liation 2ldmini.stration
~upplcmrntal 1:~pc <tcrtlficatc
(Q:ontinuation ~hrrt)

Jfl~ SA3862NM

DESCRIPTION OF TYPE DESIGN CHANGE: (Continued)

A. INSTRUMENTS TECHNICAL DATA REPORT

( 1 ) C-1P ( ), CHT W/Light TD 111063

(2) T-1P ( ), TIT W/Light TD 111063
(3) E-1P ( ), EGT W/Light TD 111063
(4) CC-1P ( ), Dual CHT W/Light TD 111062
(5) TT-1P ( ), Dual TIT W/Light TD 111062
(6) EE-1P ( ), Dual EGT W/Light TD 111062
(7) EC-1P ( ), Dual EGT W/Light TD 111062
(8) TC-1P ( ), Dual TIT/CHT W/Light TD 111062

B. REMOTE SWITCH TECHNICAL DATA REPORT

( 1 ) RS-1P, 5 Channel 1 Deck TD 121061

(2) RS-2P, 5 Channel 2 Decks TD 121061
(3) RS-1P, 7 Channel 1 Deck TD 121061
(4) RS-2P, 7 Channel 2 Decks TD 121061
(5) RS-2-2, 2 Channel 2 Decks TD 121061

- END-

Arry alteration of this certificate is punishable by a fine of not exceeding Sl,OOO, or imprisonmmt not exceeding 3 years, or both.
FAA FORM 8110-2-1 (10-69) This certificaJe may be transferred in accordance witlr FAR 21.47.
PAGE 3 OF 3 PAGES
 FAA APPROVED

ELECTRONICS INTERNATIONAL, INC.

APPROVED MODEL LIST (AMI.) S.A386211M

FOR

INSTALLATION OF ELECTRONICS INTERNATIONAL DIGITAL TIT/EGT/CHT INTRUMENTS AND ACCESSORIES

Issue Date: July 24, 1987

I ----~------------~----------~------------~---------------r----·--~F~AA~S~E~A~L~E~D--~~~~ ~--~~~~~~~------
I I
I
I
I
I ORIGINAL CERTIFICATION DRAWING/ I I
I
I
I
I TYPE BASIS DRAWING LIST I AFM I AML
I
I AIRCRAFT I
I AIRCRAFT CERTIFICATE FOR REVISION NO • I SUPPLEMENT I AMENDMENT
I
liTEM MAKE I I'10DEL NUMBER ALTERATION NUMBER ~ AND DATE NUMBER/DATE ~ DATE
I ""T
I I I I
I I I I
I 1• Aerocar I I 4A16 CAR 3 TD121161 I 12/11/86
I I
I I
I I
2. Aeronca Inc. I C-2 Series ATC 351 ATC 351 II II

C-3 Series A 396 Aero Bul. 7-A II II

K & 50 688, 676 688, 676 II II

Series
L Series ATC 596 ATC 596 & 614 II II

& 614
15 Series A802 CAR 3 II II

3. Aircraft
Associates
Inc. J-2 ATC 620 ATC 620 II II

4· Arctic Air-
craft Company S-1A Series A737 CAR 4a II II

S-1B Series A754 CAR 4a II II

II II

5. Ayres Corp. S2R Series A3SW, CAR 3 II II

A4SW CAR 8 II II
 FAA APPROVED

ELECTRONICS INTERNATIONAL, INC.

APPROVED fi>DEL LIST {AMI..) SA3862B.M

FOR

INSTALLATION OF ELECTRONICS INTERNATIONAL DIGITAL TIT/EGT/CHT INTRU.MENTS AND ACCESSORIES

Isfue Date: July 24 ,, 19~7:-..__ __

I
I I FAA SEALED 1 1
I
I
I
I ORIGINAL CERTIFICATION DRAWING/ I I
I
I
I
I TYPE BASIS DRAWING LIST I AFM I AML
I
I
I
I AIRCRAFT AIRCRAFT CERTIFICATE FOR REVISION NO. l SUPPLEMENT l AMENDMENT
liTEM I
I MAKE MODEL NUMBER ALTERATION NUMBER AND DATE ·~~----N_U_M_BE_R~/_D_A_T_E____ ~____DATE
I I
I
6. lAir Tractor AT-300, A9SW FAR 21 •25 (a)( 1 ) TD121161 12/11/86 4/25/88
line. -300, -302,
I
I -400 II II

I
I
7. IBallauer Funk Series 2-564 CAR 04.031 II II

I
Series
8. Beech Aircraft 18 Series A-757, CAR 4a II II

Corp. -765 CAR 03 II II

19' 23' 24 A1CE CAR Part 3 II II

Series
33, 35, 36 3A15 CAR Part 3 II II

Series 1
45 Series l 5A3 CAR Part 03 II II

1 50 Series l 5A4 CAR Part 3 II

I
II

I 60 Series l A12CE FAR Part 23 II I

I
II

l 65 Series l II I
I
II

l 76 Series I A29CE Part 23 II I

I
II

l 77 Series l A30CE 1 Part 23 II I

I
II

l 95, 55, 56 l 3A16 I CAR Part 3 II I

I
II

I
I
I
Series l
I
I
I
I
I
I
I I I I I I
N~OT=E~:~~A~ME=N~D~E~D~I=TE=M~~#~8-=TO~R~E~M~O~V=E~B~E~E~C~H-9-0~,~F9~0-,~9~9~,~10~0~,~&~200 SERIES AIRCRAFT ON APRIL 25,
 FAA APPROVED

ELECTRONICS INTERNATIONAL, INC.

APPROVED MODEL LIST {AMI.) SA3862XM

FOR

INSTALLATION OF ELECTRONICS INTERNATIONAL DIGITAL TIT/EGT/CHT INTRURENTS AND ACCESSORIES

Issue Date: Jul~ 24 z.. 1987

FAA SEALED I r
I I I I
I I I I
I ORIGINAL CERTIFICATION I DRAWING/ I I
I I I I
I TYPE BASIS I DRAWING LIST I AFM I MiL
1-
I
I AIRCRAFT AIRCRAFT CERTIFICATE FOR I REVISION NO. l SUPPLEMENT I
I AMENDMENT
I I I I
ITEM MAKE MODEL NUMBER ALTERATION NUMBER AND DATE NUMBER/DATE DATE
II I
I +I
II -----
I I I
9. lBell Heli- 47 Series H-1, 2H3, CAR 6 I TD121161 12/11/86 I I
l copter Textron 2H1 I
I
I
I
I
I
I I II II I I
I I
I I
I I
10. IBellanca 7 Series A-759 CAR Part 4a I
I
II II

IAircraft 11 Series A-761, CAR 4a I

I
II II

ICorp. 14, 17 Series A-18CE FAR Part 23 II II

I
1 8 Series A-21 CE FAR Part 23 II II
I
I 1
I 300 Series ATC328 ATC328 II II

I
I 400 Series ATC319 ATC319 II II

I
I Series
IBritish Twin Pioneer
IAerospace Series 2 & 3 7A7 CAR 10 II II

I
I Beagle 13206
I
I Series 1 & 2 A11EU FAR 21.29 II II

I
I (CAR 3) II II

I
I Beagle B121 A22EU FAR 21.29 II II

I
I 1 Series 1, 2
I
I
I
I& 3
I
(FAR 23) II II

I I
12. ICessna 1120' 140 A768, CAR 4a II II

IAircraft ISeries 5A2 CAR 3 (CAR 4a) II II

I I
 FAA APPROVED

ELECTRONICS INTERNATIONAL, INC.

APPROVED MODEL LIST (AML) SA386211M

FOR

INSTALLATION OF ELECTRONICS INTERNATIONAL DIGITAL TIT/FJ;T/CfiT INTRUMENTS AND ACCESSORIFS

Issue Date: July ?4,_ 1987

FAA SEALED I
ORIGINAL CERTIFICATION DRAWING/ I
TYPE BASIS DRAWING LIST I AFM AML
AIRCRAFT AIRCRAFT CERTIFICATE FOR --__;;;~~~;.;.:R:::EV=:I~S-=I~ON::--:N":":O~.~ SUPPLEMENT AMENDMENT
~~~NU~M~B~E~R__~-~A~ND~D~AT•E --+~--~N~U~M~B~E~R~/D~A~T~E--~--~D~A~T~E---
4
1 1
ITEM MAKE MODEL NUMBER ALTERATION
1
12. Cessna 150' 152 TD121161 12/11/86 I
II I
Aircraft Series 3A19 CAR Part 3 I
II I
(Cont.) I
I
I
II II I
170 Series A799 CAR Part 03 I
I
172, 175
II II
Series 3A12, CAR Part 3
3A17
II II
177 Series A13CE, FAR Part 23
A20CE
180 Series 5A6 CAR Part 3
CAR Part 3
II

II
"
182, 185 3A13, 3A24 "
Series
II
1188 Series A9CE FAR Part 21 "
II
1190 Series A-790 CAR Part 3 "
II
1207 Series A16CE FAR Part 23
II
" I
1210 Series 3A21 CAR Part 3 " I
II I
1303' 305 5A5, 3A14 CAR Part 3 " I
ISeries I
I
I
1310 Series 3A10 CAR 3 II
" I
I
1320, 335, 340 3A25 CAR Part 3 II
" I
I
ISeries I
_ _!_ _ _ _ _ _ _ _ _ _1_ _ _ _ _ __
I
---L
 FAA APPROVED
ELECTRONICS INTERNATIONAL, INC.
APPROVED MODEL LIST (AMI.) SA386211H
FOR
INSTALLATION OF ELECTRONICS INTERNATIONAL DIGITAL TIT/EGT/CHT INTRUKENTS AND ACCESSORIES

Issue Date: Ju!r 24tT'!.987 _ _ _

----~------------~------------r- -r FAA SEALED 1
I
I
I ORIGINAL CERTIFICATION DRAWING/ I I
I
I TYPE BASIS DRAWING LIST I AFM AML I
AIRCRAFT AIRCRAFT I CERTIFICATE FOR I REVISION NO.I SUPPLEMENT AMENDMENT
I I
::.IT::.;E:;;;M~_ _..;;.M;;.;,;AK=E_ _+-___;M~O;..;;;D;..;;;E;;::L_ _+-_ _;;N,;..;;U;.;;.;M;;;;;B;;::ER~--~-A~L::.;T~~E;;;.R::.;A;.;;.T~IO::.;N;;.___-t-_ NUMBER AND DATE NI!MBER/DATE DATE
I
I
12. Cessna 1336 A2CE CAR 3 TD121161 12/11/86 I
I
Aircraft 1337 A6CE CAR Part 3 "
II
II

II
I
I
(Cont.) 1401 ' 402, A7CE CAR Part 3 I
1411, 414, 421
1425 Series
II
1404 A25CE FAR Part 23 II

1206 Series A4CE CAR Part 3 " II

13. Child S-1, S-2 A8SO FAR 21 (FAR 23) " II

Doyle F. Series
(Pitts)

14. Consolidated Colonial C.

Aeronautics Series, Lake
LA Series 1 A13 CAR 03 " II

15. Enstrom F Series, HICE CAR Part 6 " II

Helicopter 1280 Series

I
I
II
16. Great Lakes I2T Series
I
ATC-167 ATC-16"1 " II
I
I
2-3339 2-3339 " II
I
I
ATC228 ATC228 "
 FAA APPROVED
ELECTRONICS INTERNATIONAL, INC.

APPROVED MODEL LIST (.AMI.) SA3862BM

FOR

INSTALLATION OF ELECTRONICS INTERNATIONAL DIGITAL TIT/EGT/CHT INTRUMENTS AND ACCESSORIES

----------~-------~~~~~~·---I_s~s_u_e_D_a__
te: .Julr 24~'r1~9~8~7_______
I FAA SEALED 1
I
I ORIGINAL CERTIFICATION DRAWING/ I
I
I TYPE BASIS DRAWING LIST AFM I AML
AIRCRAFT I
I AIRCRAFT CERTIFICATE FOR l REVISION NO.I SUPPLEMENT I AMENDMENT
ITEM MAKE I
MODEL NUMBER ALTERATION -4___;N..;.;;U.;.;M~B~. AN~D;;._;,;;D.;,;;;A.;.;TE.;;._-+-~N...;..U;;.;;.MB;;....E;;.,;;.RJ,./.;;;,.D;;.;;.AT;.;..E;;._ -~- DATE
II
16. Great Lakes 12 T Series ATC354 ATC354 TD121161 12/11/86
1
(Cont.) A18EA FAR Part 23 " "

17. Gulf stream Grumman: 1A16 CAR 8.10(a)(1) " "

American G-164 Series
G Series 1A17, CAR 4b " "
A12EA
AA Series A11EA, FAR 23 " "
A16EA
GA Series A17SO FAR 23 " "
(Commander
Division) 1 500 Series 6A1 CAR 3 " "
I
I
18. 1Hiller IUH-12 Series 6H1, 6H2, CAR 6 " "
I
IAviation I 4H10,
I I
I I 4H11,
I
IHelicopter I H1WE
I I
I I
19. IHughes 1300 Series 4H12 CAR Part 6 " "
IHelicopters 1269 Series
I I
I I I
I I I
~~-----------L-----------------~------------
I I
 FAA APPROVED

ELECTRONICS INTERNATIONAL, INC.

APPROVED MODEL LIST {AMI.) SA386211H

FOR

INSTALLATION OF ELECTRONICS INTERNATIONAL DIGITAL TIT/EGT/CHT INTRUMENTS AND ACCESSORIES

Issue Date: Jull 24, 1987

I ---r--- ---r-- r
I I I FAA SEALED I
I I I I
I I I ORIGINAL CERTIFICATION DRAWING/ I
I I I I
I I I TYPE BASIS DRAWING LIST I AFM AML
I I I
I I AIRCRAFT AIRCRAFT I CERTIFICATE FOR REVISION NO.1 SUPPLEMENT AMENDMENT
I I I
liTEM !'fAKE MODEL NUMBER ALTERATION NUMBER AND DATE NUMBERLDATE DATE
I
I
II I
~ - II
I
I 20. 1Hynes IH-2' H-4 2H2 CAR Part 6 TD121161 12/11/86 I
I
I I
I ISeries I
I I I
I I I
I
21. Maule Air- 1M Series 2A23 CAR Part 3 II II I
I
I
I I
craft Corp. I
I
I
I
22. 1Mooney M20 Series 2A3 CAR 3 II II
I
I
I
I
I
23. !North American 1AT-6 Series 1 A-2-575 CAR 4a II II

I
IAviation I
I I
I I
1
24. IPartenavia P6B Series A31EU FAR 21.29 II II

ICostruzioni (FAR 23) II II

IAeronautiche
I
I
25. IPilatus BN Series A17EU FAR 21 .29, II II

IBritten- FAR 23
INorman
26. IPiper Air- 1J2 Series ATC595 ATC595 II II

I craft Corp. IJ3 Series I ATC660, ATC660 II II

I I I
I I I
I I I
_.L_ L-·------·--L
 FAA APPROVED

ELECTRONICS INTERNATIONAL, INC.

APPROVED MODEL LIST (AMI.) SA386211M

FOR

INSTALLATION OF ELECTRONICS INTERNATIONAL DIGITAL TIT/EGT/CHT INTRUMENTS AND ACCESSORIES

Issue Date: July 24, 1987

~r-----------r----------------r--------=77~~~~--~~~~~~--~~~~~~~~
I I 1 FAA SEALED 1
I I
I I ORIGINAL I CERTIFICATION DRAWING/ I
I I
I I TYPE I BASIS DRAWING LIST AFM I AML
I AIRCRAFT I AIRCRAFT
~IT~E~M-+1___l~"lAK=E--·~ MODEL
I I
CERTIFICATE
NUMBER
FOR
ALTERATION NUMBER +lREVISION NO.I SUPPLEMENT
AND DATE __;----N~U_M_B_E_R~/D_A_T_E__
I AMENDMENT 1
~----D__
AT_E___ I

1 1
26. Piper Aii'- J3 Series A-691, CAR 4a TD121161 12/11/86
II
craft Corp. A-692, CAR 4a
II II
(Cont.) A698, CAR 4a
II II
695 695
II II
J4 Series A-703, CAR 4a
II II
708, 708
II II
A-740, 721 CAR 4a
II II
1J5 Series A-703, CAR 4a
II II
IPA12 Series A-780 CAR 3
II II
IPA14 Series A-797 CAR 3
II II
IPA15 Series A-800 CAR 3
IPA16 Series 1A1 CAR 3 II II

II II
IPA17 Series I A-805 CAR 3
IPA18 Series 1A2' CAR 3 II II

I II II
I AR-7 CAR 8 .10(b)
I PA20 Series 1A4 CAR 3 II II

II II
IPA22 Series 1A6 CAR 3
II
IPA23 Series 1A10 CAR 3 II

11 I
IPA24 Series 1A15 CAR 3 II
I
II I
IPA25 Series 2A8, CAR 3 II
I
I II II I
I 2A10 CAR
I 8.10 (b)
I I
I I
I I
----'--------'---------'~-----_._------------·"------ L __._ _ _ _ _ L _ _
 FAA APPROVED

ELECTRONICS INTERNATIONAL, INC.

APPROVED MODEL LIST (AKL) SA386211M

FOR

INSTALLATION OF ELECTRONICS INTERNATIONAL DIGITAL TIT/EGT/CHT IHTRUMENTS AND ACCESSORIES

Issue Date: July 24, 198I.____

I ,-- FAA SEALED I I 1
I I I I I I
I I I I I I
I I ORIGINAL CERTIFICATION I DRAWING/ I I I
I I I I I I
I I TYPE BASIS I DRAWING LIST I AFM I AML I
I I I I I
I AIRCRAFT I AIRCRAFI' CERTIFICATE FOR I REVISION NO.l SUPPLEMENT I AMENDMENT I
I I I I I I
ITEM ltfAKE MODEL NUMBER ALTERATION NUMBER AND DATE __!!UMBER/DATE DATE
I
I
I
I
I
I - II t I
I
I
1 I
26. P iper Aii'- lPA30, 39, A1EA CAR 3 (FAR 23) TD121161 12/11/86 I
II I
craft Corp. l40 Series I
II I
(Cont.) lPA31 Series A20SO CAR 3 (FAR 23) II
I 4/25/88
I
l (Except I
I
l Turboprop) I
II II I
lPA36 Series A9SO FAR 23 I
I I
I A10SO FAR 21 II II

lPA38 Series A18SO FAR 23 II II

lPA28 Series 2A13 CAR 3 II II

IPA32 Series A3S0 CAR 3 II II

IPA34 Series A7SO FAR 23 II II

lPA44 Series A19SO FAR 23 II II

lPA46 Series A25SO FAR 23 II II

Piper Aii'- lPA-60-600 A17WE FAR 23 II II

craft Corp. lPA-60-601 A17WE FAR 23 II II

(Aerostar) lPA-60-601P A17WE FAR 23 II II

lPA-60-602P A17WE FAR 23 II II

II II
IPA-60-700P A17WE FAR 23
I
I I
I II I
I 27. 1Prop-Jets Inc.l200 Series 3A18 CAR 3 II
I
I I II II I
I l (Aero I CAR 3 I
I I II II I
I l Commander) I CAR 3 I
I I I I
I I I I
I I I I
I I L-----
NOTE: UNDER ITEM 26, PIPER MODEL PA-31 TYPE CERTIFICATE NUMBER WAS CHANGED FROM A8EA TO A20SO.
 FAA APPROVED
ELECTRONICS INTERNATIONAL, INC.
APPROVED MODEL LIST (AMI..) SA3862KM
FOR
INSTALLATION OF ELECTRONICS INTERNATIONAL DIGITAL TIT/EGT/CHT INTRUMENTS AND ACCESSORIES

Issue Date: July 24 z 1987

--r-- FAA SEALED -r--- I
I I I I
I I I I
I ORIGINAL I CERTIFICATION DRAWING/ I I
I I I I
I TYPE I BASIS DRAWING LIST I AFM I Ar-tL
AIRCRAFT I
I AIRCRAFT CERTIFICATE I
I FOR REVISION NO. I SUPPLEMENT I
I AMENDMENT
I I I I
ITEM MAKE MODEL NUMBER ALTERATION NUMBER AND DATE NUMBER/DATE DATE
I
I
I
t ~
I
l-
I
28. Reims 1172 Series A4EU, CAR 10 TD121161 12/11/86 I
I I
Aviation I A18EU FAR 21.29(CAR 3) II
I
I
(Cessna) 1150 Series A13EU FAR 21.29R 23) II II
I
I
1182 Series A42EU CAR Part 3 II II
I
I
1337 Series A23EU FAR 21.29(FAR 23) II II
I
1
177 Series A26EU FAR Part 23 II II

29. Robinson R 22 H10WE FAR 27 II II

Helicopter

30. Rockwell 111 Series, A12SO FAR 23(FAR 36) II II

Intel'- 112 Series

national 114 Series

31. Rust, 21, 22 A44EU FAR 21.29 II II

Robert E. Series
(Chipmunk)

32. Stearman C3 Series ATC55, ATC55 II II

Aircraft 2-159 2-159 II II

2-445 2-445 II II

ATC251 ATC251 II II

-L------~-
 FAA APPROVED

ELECTRONICS INTERNATIONAL, INC.

APPROVED MODEL LIST (AML) SA3862JIM

FOR

INSTALLATION OF ELECTRONICS INTERNATIONAL DIGITAL TIT/EGT/CHT INTRUMEHTS AND ACCESSORIES

Issue Date: J_ull 24 !..~---

I
------.- I FAA SEALED 1
I
I I I
I ORIGINAL CERTIFICATION I DRAWING/ I
I I I
I TYPE BASIS I DRAWING LIST AFM AML I
AIRCRAFT I AIRCRAFT CERTIFICATE FOR I
REVISION NO.1 SUPPLEMENT I
AMENDMENT I
ITEM MAKE I MODEL NUMBER ALTERATION
I
I
t
NUMBER AND DATE I
--t- NUMBER/DATE DATE I
I
I
I I I
32. IStearman l4 Series 2-155 2-155 TD121161 12/11/86 I
I
IAircraft I
I ATC-305 ATC-305 II I
I
I (Cont.) I
I ATC292 ATC292 II II I
I
I
I 1
I 6 Series ATC459 ATC459 II
" I
I I
I I
33. IStinson SM Series ATC16 ATC16 II
"
I
I ATC136 ATC136 II
"
I
I ATC48 ATC48 II
"
I
I ATC145 ATC145 " "
I
ATC161 ATC161 II
"
ATC194 ATC194 II
"
ATC298 ATC298 II
"
SR Series ATC519 ATC519 II II

ATC530 ATC530 II II

ATC580 ATC580 II II

ATC594 ATC594 II
"
ATC608 ATC608 II
"
ATC609 ATC609 " "
ATC621 ATC621 II
"
ATC625 ATC625 II II

ATC640 ATC640 II
"
 FAA APPROVED

ELECTRONICS INTERNATIONAL, INC.

APPROVED MODEL LIST (AKL) S.A3862liM

FOR

INSTALLATION OF ELECTROBICS INTERNATIONAL DIGITAL TIT/EGT/CHT IHTRUMENTS AND ACCESSORIES

Issue Date: Jul;r: 24, 1987

I I
--r I
I FAA SEALED -r--
I
f
I
---
I I I I
I
I I ORIGINAL CERTIFICATION I DRAWING/ I I
I I I I
I TYPE BASIS DRAWING LIST AFM AML
I
I
I AIRCRAFT
I
I
I AIRCRAFT CERTIFICATE FOR 1-
I
I
I REVISION NO.
I
I SUPPLEMENT
I
I
I AMENDMENT
ITEM I
MAKE I
MODEL NUMBER ALTERATION I
NUMBER I AND DATE I
NUMB~lY-DATE I
DATE
f- II ~
I
I
+ I II
I
34. Taylor- jBC & BCS A-696 CAR Part 04 I TD121161 12/11/86 I
craft ISeries I
I
I
I
Aviation 119 & F21 1A9 CAR Part 3 I
II II

1 I
Series I
I
DC Series A746 CAR 4a I
II II

BF Series A-699 A-699 II II

BL Series A-700 A-700 II II

35. Thompson, A through A-7825 CAR 3 II II

1 immie,
J ,H Series
IEnterprise I
I
I (Navion) I
I
I I
I I
1
36. Varga Air- 2150 Series 4A19 CAR 3 II II

craft Corp.

37. Waco A Series ATC26, ATC26, II

I
II

I
Aircraft 644, 644, II
I
II

I
677, 677,21 II
I
II

I
598, 598, II
I
II

II I II
714' 714' I
I
ATC41 ATC41 II II
l
______ _ ! _ _
 FAA APPROVED

ELECTRONICS INTERNATIONAL, INC.

APPROVED MODEL LIST (AMI..) SA386211M

FOR

INSTALLATION OF ELECTRONICS INTERNATIONAL DIGITAL TIT/EGT/CHT INTRUMENTS AND ACCESSORIES

"Issue Date: July 24 , 1.2_8'[.

r
I
r - FAA SEALED ---.--
I
1
I
I I I
I ORIGINAL CERTIFICATION DRAWING/ I I
I I I
I TYPE BASIS DRAWING LIST I AFM I AML
AIRCRAFT I
AIRCRAFT CERTIFICATE FOR l REVISION NO. II SUPPLEMENT I
I AMENDMENT
ITEM 11AKE
I
I
I !>tO DEL NUMBER ALTERATION NUMBER .J--
AND DATE
II NUMBER/DA'!:_~-
I
I
DATE
I
37. Waco A Series ATC123 ATC123 1 TD121161 12/11/86 I
I
Aircraft B & C (Cont.) ATC168, ATC168 II II
I
I
(Cont.) Series ATC538 ATC538 II II
I
I
u' y' z ATC542 ATC542 II II
I
I
Series ATC627 ATC627 II II

38. Weatherly 1201 Series A10WE FAR 21 .25 (a) II II

I
Aviation I (CAM8) II II

1620 Series A26WE FAR 21 .25 (a) II II

I I
I I
1
39. Helio Ai:t>- IH-250 1A8 CAR 3 II II

craft Ltd. IH-295 CAR 3 II II

IHT-295 HT-295 CAR 3 II II

lH-391 H-391 CAR 3 II II

IH-391 B CAR 3 II II

IH-395 CAR 3 II II

IH-395A CAR 3 II II

1500 A2EA CAR 3 II II

I
I
40. 1Univair 1108 A-76'1 CAR 3 II II

I
IAircraft I
I
ICorp. I
I I _____ _ L
I I
 FAA APPROVED

ELECTRONICS INTERNATIONAL, INC.

APPROVED MODEL LIST (AML) SA3862RM

FOR

INSTALLATION OF ELECTRONICS INTERNATIONAL DIGITAL TIT/EGT/CHT IBTRURENTS AND ACCESSORIES

Issue Date: Julr 21:! 1987

I I
I FAA SEALED I I
I I I
I ORIGINAL CE:RTIFICATION DRAWING/ I I
I I I
TYPE BASIS AFM
AIRCRAFT
I
I
I AIRCRAFT CERTIFICATE FOR -----DRAWING LIST
II REVISION NO .I
I
SUPPLEMENT
I
I
I
AML
AMENDMENT
ITEM MAKE I
MODEL NUMBER ALTERATION NUMBER AND DAT~---+--- NUMBER/DATE I
DATE
------
II t I
40. Univair 1108 A-767 CAR 3 TD121161 12/11/86
Aircraft Corp.ISeries(Cont.) II II

I
(Cont.) I
II II

I
(Stinson) I
II II

(Erco) IG A-767 CAR 3 II II

(Forney) IF-1 A-767 CAR 3 II II

(Forney) IF-1A A-767 CAR 3 II II

(Erco) IE A-767 CAR 3 II II

(Erco) l415-D A-767 CAR 3 II II

(Alon) IA-2 A-767 CAR 3 II II

(Alon) IA2-A A-767 CAR 3 II II

(Mooney) IM10 A-767 CAR 3 II II

I
I
I
------
-,
FAA Approved:
-Assistant Manager, Seattle
Aircraft Certification Office
Date: April 25, 1988