MVP-50T Ii 1211061D

Glass Panel Engine Monitor
MVP-50T
(for Turboprops and Jets)
Installation Instructions
II 1211061
Rev. D: 6/15/11
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.
5.55" W x 5.15" H x 2.4" D
Model #:
S/N:
Electronics International Inc.

63296 Powell Butte Hwy
Bend, OR 97701
(541) 318-6060
Buy-EI.com
Important Notice
***** MUST READ *****
Page 1 of 4
If you think it is not important to read this manual, you're wrong! This manual contains
important operating information that may affect the safety of the pilot, passengers, aircraft, operation of
the system or time to install the system. You MUST read the manual prior to installing this system. Any
deviation from these installation instructions is the sole responsibility of the installer and should be done
in accordance with AC 43.13.
DO NOT install the MVP-50T in an aircraft that has been configured as a commuter.
Read the Warranty/Agreement
Warranty/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.
If you are not an FAA Certified Aircraft Mechanic familiar with the issues of installing
aircraft N1, N2, ITT, Torque, Volt, Amp, Oil Temperature and Pressure instruments, Do
Not attempt to install this instrument. The installer should use current aircraft standards
and practices to install this system (refer to AC 43.13).
If the installer does not have the skills, knowledge, tools, equipment or facility, to perform and determine whether the installation of this product is safe, reliable and accurate and to determine whether this
PRODUCT If the owner/
product is operating properly after installation, DO NOT INSTALL THIS PRODUCT.
pilot and/or installer are unwilling to take the responsibility for the installation and operation of this
product, DO NOT INSTALL THIS PRODUCT. This product may be returned for a refund. Contact
Electronics International Inc. for details.
By installing this product, the aircraft owner/pilot and installer agree to hold Electronics International
Inc. harmless and in no way responsible for monetary compensation, including punitive damages for
any incident, harm and/or damage associated with this product. If you do not agree to the above, DO
NOT INSTALL THIS PRODUCT. This product may be returned for a refund. Contact Electronics
International inc. for details.
Electronics International Inc. is not liable or responsible for a pilots action or any situation that results in
personal injury, property damage, missed commitments, lack of use of an aircraft or any expenses
incurred due to: product failure, inaccuracy in displayed data or text files, display or display format
issues, software bugs or problems, upgrade or customization issues, misinterpretation of the display,
warning and/or limit settings, calibration problems, installation issues (leaks, mis-wiring, obstructions,
damage to aircraft or components, incorrect installation of any parts, wrong parts, parts that dont fit,
etc.) or any other issues related to the installation or operation of this product. All of the above are
solely the pilots and/or installers responsibility. The pilot must understand the operation of this
product before flying the aircraft. The pilot will not allow anyone to operate the aircraft that does not
know the operation of this product. The pilot will keep the instrument Operating Instructions in the
aircraft at all times. If you do not agree to all of the above, DO NOT INSTALL THIS PRODUCT.
This product may be returned for a refund. Contact Electronics Internaional Inc. for details.
Important Notice
***** MUST READ *****
Page 2 of 4
Do not install a non-certified MVP-50T (MVP) in a certified aircraft. A certified MVP lists the applicable TSO numbers at the bottom of the Model Label.
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.
Before using the Weight and Balance screen check that the Weight and Balance Setup data in the
MVP System Configuration Menu is accurate. Always verify the MVP weight and balance data with
you aircrafts POH.
Verify the horsepower displayed on the MVP is accurate, as compared to your aircraft's POH and/or
engine TC data.
The MVP must be calibrated to the aircraft fuel system and the MVP's accuracy must be verified before
flying the aircraft.
The accuracy and proper operation of each function displayed on the MVP should be verified before the
aircraft is released for flight.
When the installation is finished, inspect the system for loose fittings, connections, clamps, probes and
inspect for leaks, chafing, obstructions, heat damage and anything that may cause unsafe flight before
the 1st run-up, after the 1st run-up and after the first flight.
The MVP allows the pilot to enter checklists, flight plans and general information through the USB port.
This data must be verified for its accuracy (by the pilot) before it is used.
Before allowing the aircraft to be flown, verify the instrument markings displayed on the MVP screens
are accurate with the aircrafts POH for every function displayed on the MVP.
Before allowing anyone to operate the aircraft read the Operating Manual including the Important
Notice there in. Keep the Operating Instructions and the POH/AFM Supplment in the aircraft at all
times.
It is important the password(s) be changed to a unique and protected number before the
first flight. If setup or calibration data is inadvertently or improperly changed, there could be inaccurate readings that may lead to improper operation of the aircraft or engine. This could result in engine
damage and/or an emergency situation. The password must be protected from dissemination to unauthorized persons.
Important Notice
***** MUST READ *****
Page 3 of 4
Fuel Level Accuracy Limitations:

The accuracy limitations of the MVP are listed below. It is the pilot/owners obligation to make
anyone flying the aircraft aware of these limitations.
1. Angle of Attack - The MVP must be calibrated with the aircraft in a cruise angle of attack. If the
aircraft is in an angle of attack other than cruise, the MVP may display inaccurate fuel levels (depending on the mounting location and type of sensor used). If your aircraft does not sit at a cruise angle of
attack when on the ground, it may not display accurate fuel levels. Test your aircraft at different
angles of attack to see the affects on the MVP fuel level readings.
2. Full Fuel Readings - As a tank is filled the fuel sensor may not be able to detect the fuel entering
the upper corners of the fuel tank. If this is the case with your sensor, the MVP will display lower fuel
levels than the actual fuel in the tanks when the tanks are full. When the fuel level drops to a point
where the fuel sensor starts to detect a change, the displayed fuel level should be accurate. Check the
accuracy of your system by comparing the displayed fuel levels on the MVP to the fuel
levels listed in the flight manual at each fill up.
3. Low Fuel Readings - Do not rely on the MVP to determine the fuel level in the tank
for an indicated tank level below 1/8
1/8.. You should always fly the aircraft in such a manner as to
maintain at least the FAA minimum fuel requirements in the aircraft at all times. Depending on the
mounting location and type of fuel sensor used, the MVP may not be able to accurately
measure the last few gallons of fuel in the tanks.
4. Improper Calibration - If the MVP has not been properly calibrated it will not display accurate
fuel levels in the tanks. It is important you verify the accuracy of the MVP. Always crosscheck
your measured fuel levels in the tanks with the readings on the MVP before each flight.
5. Poor Connections - Poor connections between the wires leading from the EDC to the fuel
sensors can become intermittent with age. An intermittent connection most likely will show up as
wandering or inaccurate readings on the MVP. Always crosscheck your measured fuel levels in
the tanks with the readings on the MVP before each flight.
6. Defective Fuel Level Sensors - Fuel sensors can become intermittent or change resistance
with age. It is not uncommon to find intermittent problems even in new sensors. An intermittent
problem with a fuel sensor most likely will show up as wandering or inaccurate readings on the MVP.
Always crosscheck the measured fuel levels in the tanks with the readings on the MVP at
each fill up.
If you ever find an inaccuracy issue or any other problem with a fuel level display on the
MVP, disable the fuel level display (see the Redlines, Limits and Color Setup screen).
This will alert anyone flying the aircraft to the condition of this display.
Important Notice
***** MUST READ *****
Page 4 of 4
Important Fuel Level Considerations:

DO NOT RELY SOLELY ON THE FUEL LEVEL DISPLAYED ON THE MVP TO
DETERMINE THE FUEL LEVELS IN THE AIRCRAFT. The use of the MVP does not
eliminate or reduce the necessity for the pilot to use good flight planning, preflight and inflight techniques for managing fuel. It is important the pilot adopt the practices listed below. If
you are not familiar with these techniques, contact the FAA to acquire proper training.
1. A copy of the Operating Manual must be in the aircraft at all times.
2. Flight Planning - Always calculate the fuel requirement for each leg of a flight, including any
alternate plans for bad weather. Keep this information available in the aircraft during the
flight. Keep a chart of the published fuel flows for various flight/engine conditions in the
aircraft. Keep a chart of the measured fuel flows for various flights in the aircraft. Measured
fuel flows can be considerably different from published figures. This usually is due to old,
inaccurate engine instruments.
3. Preflight - Do not rely on the MVP to determine the fuel level in the fuel tanks. The
pilot must visually check/measure the fuel levels in the tanks before every takeoff.
Crosscheck the measured fuel levels with the displayed levels on the MVP. Also, crosscheck
these levels with the fuel requirements for the flight listed in your flight plan.
4. In Flight - Make the MVP part of your normal instrument scan. Crosscheck the fuel levels
displayed on the MVP with your flight plan at each leg of the flight or every 30 minutes
(if a leg is longer than 30 minutes). Calculate the fuel flows from the MVP displayed fuel
levels and compare them with your charts of measured and published fuel flows for the aircraft.
If there is a discrepancy, land the aircraft at the nearest airport and verify the fuel levels.
Discrepancies should be taken seriously.
5. New Pilot or Owner of the Aircraft - If there is a new pilot or owner of the aircraft, it is
the previous aircraft pilot/owners responsibility to insure the new pilot has read this
manual and is aware of any accuracy limitations and other important considerations.
All limitations and operating characteristics learned from operating the MVP must be
passed on to the new pilot/owner.
If you do not agree or are unwilling to comply with the information/requirements contained within this
Important Notice, DO NOT INSTALL THIS PRODUCT. This product may be returned for a
refund. Contact Electronics Internaional Inc. for details.
Contents
(Page 1 of 2)
Warranty/Agreement-----------------------------------------------------------------------------------
1.0 System Overview ----------------------------------------------------------------------------------1.1 System Description --------------------------------------------------------------------------1.1.1 MVP Display -------------------------------------------------------------------------1.1.2 EDC-33T ------------------------------------------------------------------------------1.1.3 Probes, Transducers and Modules ------------------------------------------------1.1.4 Wiring & Extension Cables ---------------------------------------------------------
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1.2 Operational Overview
------------------------------------------------------------------------
1.3 Installation Overview
-------------------------------------------------------------------------
1.4 Password Protection ----------------------------------------------------------------------------
1.4.1 Level #1 Password (Maintenance): ------------------------------------------------ 7

1.4.2 Level #2 Password (OEM): --------------------------------------------------------- 8
2.0 Hardware Installation ----------------------------------------------------------------------------2.1 Important Information and Initial Check Out: ------------------------------------------2.2 Review the "EDC Wiring Work Sheets:" ------------------------------------------------2.3 Verify you have all the necessary Probes, Modules, Transducers and Cables: ---2.4 Install the MVP Display: ------------------------------------------------------------------2.5 Install the Temperature Probes: -----------------------------------------------------------2.6 Install the Pressure Transducers: ----------------------------------------------------------2.7 Install the Interface Circuit for Annuciators (OEM/Experimental) ----------------2.8 Install the Interface Circuit for Flaps and Trim (OEM/Experimental) -------------2.9 Install the Interface Circuit for the Gear Position, Unsafe Indicator and Gear
(OEM/Experimental). ------------------------------------------------------------------------2.10 Install the CO-Gaurdian CO Detector (OEM/Experimental) ---------------------2.11 Install the Shunt: ----------------------------------------------------------------------------2.12 Install the Fuel Flow Transducer: -------------------------------------------------------2.13 Install the P-300C Fuel Level Probes ---------------------------------------------------2.14 Install the P-300M Magnetic Fuel Level Sender --------------------------------------2.15 Install the Resistive Fuel Level Module (RFLM-4-X): ------------------------------2.16 Install the Voice Alarm Control Panel (OEM/Experimental): ---------------------2.17 Install the Intensity Control Pot, CP-1 (Optional): ----------------------------------2.18 Install the Master Warning (red) and Caution (yellow) Lights ---------------------2.19 Install the EDC-33T: ------------------------------------------------------------------------
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3.0 Install the EDC Wire Harnesses and Route Wires --------------------------------------3.1 Attach the three EDC 37-pin Wire Harnesses to the EDC --------------------------3.2 Connect the EDC Harness to the Temperature Probes -------------------------------3.3 Connect the EDC Harness to the Pressure Transducers -----------------------------3.4 Connect the EDC Harness to the Shunt -------------------------------------------------3.5 Connect the EDC Harness to the Fuel Flow Transducer ------------------------------
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Contents
(Page 2 of 2)
3.6 Connect the RFLM-4-x Harness to the EDC Connector and to the Resistive
Fuel Level Sensor ----------------------------------------------------------------------------3.7 Connect the EDC Harness to the Capacitive Fuel Level Probes ------------------3.8 Connect the EDC Harness to the P-300M Magnetic Fuel Level Senders --------3.9 Connect the EDC Harness (Volts Measurement Pin) to the Bus -------------------3.10 Connect the EDC Harness to the N1 and/or N2 Tach Generator ---------------3.11 Connect the EDC Harness to the VI-221's (Voltage Interface Units) ------------3.12 Connect the EDC Harness to Power and Ground -----------------------------------3.13 Route the EDC RS422 Wires to the MVP Connector --------------------------------
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4.0 Install the MVP Wire Harness and Route the Wires -----------------------------------4.1 Attach the MVP 25-pin D-Sub Connector to the MVP -------------------------------4.2 Connect the EDC RS422 Wires to the MVP RS422 Wires --------------------------4.3 Connect the MVP Harness to the Master Warning and Caution Lights -----------4.4 Connect the MVP Harness to the Voice Alarm Control Panel (AV-17CP) -------4.5 Connect the MVP Harness to the Audio Panel -----------------------------------------4.6 Connect the MVP Harness to the External Intensity Control Pot (CP-1) ---------4.7 Connect the MVP Harness to the Moving Map Data Out from the GPS ---------4.8 Connect the MVP Harness to the Fuel Data Input on the GPS --------------------4.9 Connect the MVP "Transmit Lockout Input" pin to the Transmit Key -----------4.10 Connect the MVP Harness to Power and Ground -----------------------------------4.11 Connect the MVP Harness to the CO-Guardian CO Detector --------------------
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5.0 Mandatory System Setup and Checkout ---------------------------------------------------5.1 Power-On Checkout: -----------------------------------------------------------------------5.2 Perform all Steps in the "MVP-50T Setup Checklist" -------------------------------5.3 Ground Run Checkout ----------------------------------------------------------------------5.4 First Flight Checkout ------------------------------------------------------------------------5.5 Read the "Warranty/Agreement" and the "Important Notice" ---------------------5.6 POH/AFM Supplement ---------------------------------------------------------------------
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6.0 Installlation Data ----------------------------------------------------------------------------------6.1 Instructions for Continued Airworthiness (ICA) -----------------------------------------6.2 Airworthiness Limitations -------------------------------------------------------------------6.3 Working With Connectors -------------------------------------------------------------------6.3.1 Installing a Red Slip-on Connector onto a TC or Tin Copper Wire: ---------6.3.2 Installing a Yellow Precision TC Connector onto a TC Wire: -----------------6.3.3 Installing a D-sub Pin onto a TC or Tin Copper Wire: --------------------------
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MVP-50T 25-pin D-sub Connecot Wiring Diagram -----------------------------------------EDC Wiring Work Sheet, Top Connector -----------------------------------------------------EDC Wiring Work Sheet, Middle Connector -------------------------------------------------EDC Wiring Work Sheet, Bottom Connector ------------------------------------------------MVP Aircraft Panel Cutout -----------------------------------------------------------EDC Template -------------------------------------------------------------------------
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7.0 Troubleshooting ------------------------------------------------------------------------------------7.1 MVP or EDC Problem: -----------------------------------------------------------------------7.2 Pressure Problem with one Function: ------------------------------------------------------7.3 Temperature Problem on all Channels: ----------------------------------------------------7.4 Temperature Problem with one Function: ------------------------------------------------7.5 N1 or N2 RPM Problem: ---------------------------------------------------------------------7.6 Fuel Flow Problem: ----------------------------------------------------------------------------7.7 Amp Problem: ----------------------------------------------------------------------------------7.8 Resistive Fuel Level Problem: ---------------------------------------------------------------7.9 Capacitive Fuel Level Problem: -------------------------------------------------------------7.10 Voltage Problem: -----------------------------------------------------------------------------7.11 Annunciator Problem: ------------------------------------------------------------------------
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8.0 Technical Data ------------------------------------------------------------------------------------- 63

Specifications ---------------------------------------------------------------------------------------- 8 pages
DO-160 Environmental Qualification Form -------------------------------------------------- 3 pages
A Appendix ---------------------------------------------------------------------------------------------- A
A1.0 Appendix: Connecting an EDC Input to a Custom Probe ------------------------- A1.0
A2.0 Appendix: Connecting a Second EDC to the MVP ------------------------------- A2.0
Warranty / Agreement
Electronics International Inc. (EI) 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. EI will repair or replace any
item under the terms of this Warranty provided the item is returned to the factory prepaid.
1. If you do not agree to and accept ALL the terms of this Warranty/Agreement, DO NOT Install
Product.. You may return the product for a refund, contact Electronics International Inc. for details.
This Product
2. Electronics International Inc. is not liable or responsible for a pilots action or any situation that results in
personal injury, property damage, missed commitments, lack of use of an aircraft or any expenses incurred due
to: product failure, inaccuracy in displayed data or text files, display or display format issues, software bugs or
problems, upgrade or customization issues, misinterpretation of the display, warning and/or limit settings,
calibration problems, installation issues (leaks, mis-wiring, obstructions, damage to aircraft or components,
incorrect installation of any parts, wrong parts, part that dont fit, etc.) or any other issues related to the installation or operation of this product. All of the above are solely the pilots and/or installers responsibility. The
pilot must understand the operation of this product before flying the aircraft. The pilot will not allow anyone
to operate the aircraft that does not know the operation of this product. The pilot will keep the instrument's
Operating Instructions in the aircraft at all times.
By installing this product, the aircraft owner/pilot and installer agree to hold Electronics International Inc.
harmless and in no way responsible for monetary compensation, including punitive damages for any incident,
harm and/or damage associated with this product (including but not limited to the ones listed above). If you do
not agree to any part of this Warranty/Agreement, DO NOT INSTALL THIS PRODUCT.
3. This Warranty/Agreement 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 warranty
does not cover any reimbursement for any persons time for installation, removal, assembly or
repair. Electronics International retains the right to solely determine the reason or cause for warranty repair.
4. 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.
5. Personal injury or property damage due to misinterpretation or lack of understanding of this product is
solely the pilots' responsibility. The pilot must understand all aspects of the operation of this product before
flying the aircraft. If he/she does not, he or she agrees to seek training from a knowledgeable instructor. The
pilot also agree that no one will be allowed to operate the aircraft that does not know the operation of this
product and will Keep the Operating Instructions in the aircraft at all times.
6. 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.
7. Electronics International Inc. is not liable for expenses incurred by the customer or installer due to factory
updates, modifications, improvements, changes, or any other alterations to the product that may affect the
form, fit, function or operation of the product.
More On Next Page

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8. Electronics International is not responsible for shipping charges or damages incurred under this Warranty.
9. No representative is authorized to assume any other liability for Electronics International Inc. in connection
with the sale of Electronics International Inc. products.
10. You must read the entire Installation and Operating Instructions for this instrument. If you
do not agree to and accept the terms of this Warranty/Agreement and the responsibilities set
forth in these manuals, DO NOT install this product, contact E.I. 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. MANUFACTURER EXPRESSLY
DISCLAIMS ALL IMPLIED WARRANTIES OF MERCHANTABILITY OR FITNESS FOR A
PARTICULAR PURPOSE. PURCHASER AGREES THAT IN NO EVENT SHALL MANUFACTURER BE LIABLE FOR SPECIAL, INCIDENTAL 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 MANUFACTURERS PRODUCTS, INCLUDING SPECIFICALLY LIABILITY IN
TORT.
System Overview
1.1 System Description
1.1.1 MVP Display:
1.1.2 EDC-33T:
1.1.3 Probes, Transducers and Modules:
1.1.4 Wiring & Extension Cables:
1.2 Operational Overview:

1.3 Installation Overview:
1.4 Password Protection:
1.4.1
Level #1 Password (Maintenance):
1.4.2
Level #2 Password (OEM/Experimental):
1.0
1.1
System Description:
The MVP-50 Glass Panel Engine Monitor Installation consists of four major components: the MVP Display,
the Engine Data Converter (EDC-33T), the Probes, Transducers & Modules, and the Wiring and Extension
Cables.
1.1. MVP Display:
Master
Warning
LLight
ights
To
Pwr & Gnd
GPS
Audio Panel
The MVP Display unit measures 5.55" wide by 5.15" high by 2.4" deep and is designed to be mounted
from behind the aircraft instrument panel. The MVP could be mounted on to a sub-panel which would
then be mounted to the aircraft instrument panel from the front.
The 25-pin D-sub connector on the back of the MVP Display is used to interface the MVP to the EDC33P, Power & Ground, GPS, Master Warning and Caution Lights, Audio Panel, etc.
1.1.2 EDC-33T:
The EDC-33T (Engine Data Converter) converts all of the engine and aircraft system signals into serial
data. This data is transmitted to the MVP display via two wires (RS422). If a second EDC is installed,
one of the data lines wil be connected to a RS232 channel on the MVP. The EDC measures 4.5" long
by 3.5" wide by 2.2" high and is to be mounted on the cockpit side of the firewall or in an equipment
bay. The EDC reduces the wire bundle to the instrument panel by over 100 wires. There are three 37pin D-sub connectors that interface the EDC to the various probes, transducers and modules.
The EDCs Temperature and Fuel Level inputs can be used to monitor voltage outputs from almost any
transducer. In this way almost any function can be displayed on the MVP.
Up to two EDCs can be connected to the MVP at a one time. This significantly increases the total
number of functions that can be displayed on the MVP.
1.1.3 Probes, Transducers and Modules:
The various probes, transducers and modules are mounted in the aircraft at appropriate locations.
1.1.4 Wiring & Extension Cables:

The extension cables and wiring provide the connections from the probes, modules or direct connections
to the EDC inputs. Once the Wiring and Extension Cables are installed into the aircraft they become
semi-permanent. Everything else (MVP, EDC, Probes and Modules) can be easily disconnected and
removed.
1.2 Operational Overview:

The MVP system measures an engine or aircraft function using a probe or transducer and displays that function on the MVP screen using the following steps:
A. A probe is mechanically connected to the aircraft and electrically connected to an EDC input. The
pre-wired harness provides most of the electrical connections from the probes to the EDC inputs.
B. The EDC converts the signals from the probes to a digital format (RS422) and sends the data to the
MVP. The EDC has 33 inputs. Many of the inputs can be used for a number of different types of
functions.
C. The MVP receives the data from the EDC and the data is processed through the MVP as follows:
1. The data received for each EDC input is assigned a function name and probe. Function
names and probes are set up for each EDC input in System Configuration Screen #1. The
probe assigned provides specific calibration algorithms. Calibration algorithms for any
function can be modified in System Configuration Screen #5. Some functions have special
calibration/setup screens (Fuel Tank Calibration, Tach Time, Engine Hours, Flight Time,
Pressure Altitude, Flaps, Trim, etc.).
2. The function is then placed on the Main or System screen of the MVP. System Configuration Screens #2 or #3 allows the placement location of the function to be selected for either
the Main or System screen.
3. The analog and/or digital display of the function (with redlines, limits, colors, etc) is depicted on the appropriate screen. Redlines, limits, colors, units, blinking, master warnings
and voice files can be set up for any function in Configuration Screens #4.
Much of the setup for the certified MVP is done at the factory and cannot be changed by the pilot or installer.
See the following Password Protection section for more information.
1.3 Installation Overview:

The installer should start the installation by reviewing the EDC Wiring Work Sheets. There are three work
sheets, one for each of the 37-pin D-Sub connectors on the EDC. The work sheets are packaged with each of
the three EDC wire harnesses. The work sheets provide a list of the functions and probes/transducers included
with this kit. The installation is achieved by performing the following steps:
A. The MVP display is installed. The MVP can be mounted one of two ways; from behind the instrument panel or on a sub-panel, which is then mounted to the aircraft instrument panel from the front.
This method hides the cutout for the MVP case and makes a clean and good-looking installation.
Electronics International has a MVP sub-panel avaliable (see E.I. Price List for more information).
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B. Probes and Transducers are installed.

C. Control Panels, Pots and Warning Lights are installed.
D. The EDC is installed. This should be installed on the inside of the cockpit or in an instrument bay.
For a twin-engine aircraft it can be installed on the backside (not the engine side) of the firewall.
E. The Wire Harnesses are installed. The wire harnesses for the EDC and MVP are pre-wired and included in the kit.
F. Field Calibration/Setup steps are performed. Weight & Balance, Fuel Tanks, Horsepower, etc. functions are calibrated/setup. Calibration/Setup requires a password. See the following Password Protection section for more information.
G. System Checkout is performed.
1.4 Password Protection:

The MVP provides a number of screens for the pilot to use during flight, none of which require a password. It
also provides many System Configuration Screens that are used to configure the MVP for a specific aircraft.
Some of the aircraft functions (fuel level, flaps, trim, weight and balance, etc.) must be calibrated during
installation and some must be set at the factory or by an OEM.
The MVP provides two levels of passwords for configuring and calibrating the unit.
1.4.1
Level #1 Password (Maintenance):
The Level #1 password is for the installer or maintenance personnel. This password allows the installer
to perform the following:
A. Delete Log Files.
B. Set up the Gear Warning.
C. Adjust the Recovery Factor.
D. Calibrate the Fuel Level for all fuel tanks.
E. Adjust the aircrafts Weight and Balance data.
F. Set the Fuel Weight, Tach Time and Engine Hours.
G. Set up the Serial Ports.
H. Disable the Bar Graph.
I. Calibrate Pressure Altitude.
J. Calibrate Flap and Trim indications.
For a non-certified MVP, the password is 100. For a certified unit the password must be obtained from
Electronics International Inc. To qualify for the maintenance password you must be a certified mechanic
or FAA approved shop.
The password protects the MVP from unauthorized access to calibration data. If calibration data is
improperly changed, it could lead to engine or aircraft damage and/or personal injury. Once the MVP is
installed and checked out, the password should be changed (on either the certified or non-certified unit)
to a unique number and it should be protected from unauthorized access.
If the new password is lost or a new shop requires access to calibration data (as allowed by the Maintenance Password), Electronics International has a method of providing the Maintenance Password to any
authorized shop or personnel.
1.4.2
Level #2 Password (OEM/Experimental):
The Level #2 password is for the Factory, OEMs, Certified Installers, or experimental users. This
password allows access to all System Configuration Data. For a non-certified MVP, the password is
100. For a certified unit the password is only released under a contract or agreement.
The password protects the MVP from unauthorized access to calibration data. If calibration data is
improperly changed, it could lead to engine or aircraft damage and/or personal injury. Once the unit is
installed and checked out, this password should be changed (on either the certified or non-certified unit)
to a unique number and should be protected from unauthorized access.
Hardware Installation
2.0
2.1 Important Information and Initial Checkout:

2.2
Review the "EDC Wiring Work Sheets:"
2.3 Verify You Have all the Probes, Modules, Transducers and Cables:
2.4 Install the MVP Display:
2.5 Install the Temperature Probes:
2.6
Install the Pressure Transducers:
2.7 Install the Interface Circuit for Annunciators (OEM/Experimental):

2.8 Install the Interface Circuit for Flap and Trim Pots (OEM/Experimental):
2.9 Install the Interface Circuit for the Gear Position, Unsafe Indicator and Gear
Warning (OEM/Experimental):
2.10 Install the CO Guardian CO Detector (OEM/Experimental):
2.11 Install the Shunt:
2.12 Install the Fuel Flow Transducer:
2.13 Install the P-300C Fuel Level Probes:
2.14 Install the P-300M Magnetic Fuel Level Sender:
2.15 Install the Resistive Fuel Level Module (RFLM-4-X):
2.16 Install the Voice Alarm Control Panel (OEM/Experimental):
2.17 Install the Intensity Control Pot, CP-1 (Optional):
2.18 Install the Master Warning (red) and Caution (yellow) Lights:
2.19 Installing the EDC-33T:
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2.1 Important Information and Initial Check Out:

A. The installer and aircraft owner must read the Warranty/Agreement before starting the
installation. There is information in the Warranty/Agreement that may alter your decision to install
this instrument. If you do not accept the terms of the Warranty/Agreement, do not install
this instrument.
B. If you are not an FAA Certified Aircraft Mechanic familiar with the issues of installing
engine and aircraft 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 are available for your aircraft before starting
the installation. DO NOT install the MVP-50T in an aircraft that has been configured as a commuter.
D. Read the Installation Instructions entirely and resolve any issues you may have before starting the
installation. This may eliminate any delays once the installation is started.
E. Inspect the contents of this package prior to installation. If the MVP-50T system is to be installed into a certified aircraft, check that the Model Number listed on the TSO label
incorporates the Aircraft ID for which it is to be installed. Each MVP-50T display is
configured for a specific aircraft and should only be installed in that aircraft.
F. Do not install a non-certified MVP in a certified aircraft.
TSO numbers at the bottom of the Model Label.
A certified MVP lists the applicable
G. Before starting the installation make sure the instrument will fit in the location you
intend to install it without obstructing the operation of any controls. CFR 23.1321(a)
states, Each flight, navigation, and powerplant instrument for use by any required pilot during
takeoff, initial climb, final approach, and landing must be located so that any pilot seated at the
controls can monitor the airplanes flight path and these instruments with minimum head and eye
movement. AC 23.1311-1B provides one method (but not the only method) of complying with this
CFR. AC 23.1311-1B recommends a powerplant instrument be installed within a distance of 21"
from the pilots visual centerline to the middle of the instrument. The pilots visual centerline is a
perpendicular line from the pilots eye to the instrument panel. In most aircraft, installing the MVP50T to the right of the Radio Stack would be acceptable. In some aircraft, the visual centerline falls to
the right of the Attitude Indicator.
If the powerplant instrument cannot be installed within 8" of the pilots visual centerline, AC 23.13111B recommends Master Caution and Warning Lights be installed. Installation of Master Caution and
Warning Lights is covered in this manual.
H. If this instrument is to replace an existing gauge in the aircraft, it is the installers responsibility to
move or replace any existing instruments or components in accordance with FAA approved methods
and procedures (see AC 43.13).
J. An Installation Checklist is provided to assist the installation of the MVP system. It does not replace
the instructions located in this manual.
11
2.2 Review the "EDC Wiring Work Sheets:"

There are a number of probes and extension cables that will need to be installed. The key to keeping the
installation simple is to organize the work using the "EDC Wiring Work Sheets" supplied with this kit.
Review the functions assigned to each EDC input on the EDC Wiring Work Sheets. The work sheets are
prepared at the factory with the functions and probes already assigned.
2.3 Verify Your Have all the Probes, Modules, Transducers and Cables:
The three EDC 37-pin D-sub connectors and the MVP 25-pin D-sub connector are pre-wired at the factory. The three EDC connectors are marked Top, Middle and Bottom. The EDC Wiring Work Sheets
provide a list of the probes supplied with this kit.
A. Check that you have all the probes listed on the EDC Wiring Work Sheets.
B. Check that the three EDC 37 pin-D-sub wire harnesses are provided with the proper wires for
each of the probes shown on the EDC Wiring Work Sheets.
C. Check that the MVP 25-pin D-sub wire harness is provided.
2.4 Installing the MVP Display:

Before starting the installation make sure the instrument will fit in the location you intend to
install it without obstructing the operation of any controls. The MVP display can be installed in
one of two ways, depending on convenience or the installer's preference. The first method is the traditional
method of installing the MVP display from behind the panel. An aircraft
panel cutout drawing is provided at the back of this manual.
The second method is more suitable when an MVP display is to be mounted
in an existing aircraft panel. This method requires creating a sub-panel
slightly larger than the MVP display. The MVP display is mounted in the
sub-panel and the sub-panel is mounted on the front of the existing aircraft
panel. This allows the installer to rough-cut a hole in the aircraft panel to
accommodate the MVP display. The sub-panel covers any imperfections in
the cut hole. Also, the MVP display may easily be removed from the front
of the aircraft panel.
MVP
Sub-panel
The sub-panel should be made from .062" (or thicker) aluminum and can be
painted black or the same color as the aircraft panel. Four screws (6-32 or
larger) located at the top and bottom of the sub-panel should be used to mount the sub-panel to the aircraft
panel. If there is no room at the top and bottom for mounting screws, they may be placed on the sides of
the sub-panel.
CFR 23.1321(a) states, Each flight, navigation, and powerplant instrument for use by any required pilot
during takeoff, initial climb, final approach, and landing must be located so that any pilot seated at the
controls can monitor the airplanes flight path and these instruments with minimum head and eye movement. AC 23.1311-1B provides one method (but not the only method) of complying with this CFR. AC
23.1311-1B recommends a powerplant instrument be installed within a distance of 21" from the pilots
visual centerline to the middle of the instrument. The pilots visual centerline is a perpendicular line from
12
the pilots eye to the instrument panel. In most aircraft, installing the MVP-50P to the right of the radio stack
would be acceptable. In some aircraft, the visual centerline falls to the right of the Attitude Indicator.
If the powerplant instrument cannot be installed within 8" of the pilots visual centerline, AC 23.1311-1B
recommends Master Caution and Warning Lights be installed. Installation of Master Caution and Warning
Lights is covered in this manual.
Installing the MVP-50P may require an instrument (or two) to be moved to a new location. The MVP-50P
replaces eight or more primary instruments in the aircraft instrument panel, therefore moving an instrument to a
new location may not be an issue. If the installer is unwilling or unable to find a location for the MVP-50P, Do
Not Install the MVP-50P. The system may be returned for a refund (contact EI for more information).
2.5 Install the Temperature Probes:

Install only the Temperature Probes applicable for your configuration.
A. OIL Temperature Probe Installation:
The MVP system can interface with existing resistive or thermocouple type oil temperature probes or one of
E.I.s Type-K sealed probes may be installed. See the E.I. pricelist for a list of available probes. Check
that the probe depth does not interfere with the inner workings of the engine.
To EDC
Temp Input
(Middle or Bottom
Connector)
(Red)
P-120 Oil Temp Probe, 5/8" -18,

Type K. Used on most engines.
(Yel)
B. OAT Probe Installation:

Mount the OAT Probe in an appropriate location on the aircraft, using the hardware supplied. The OAT
Probe is sensitive to air temperature changes. For this reason, do not mount the OAT probe in the path of
the cowl or engine exiting air (i.e., on the belly of the aircraft). Also, if the probe is mounted in the cowling
area, radiant heat may influence the probe temperature. Other than these considerations, the OAT Probe
may be mounted in an air intake vent, on the side of the cowling or anywhere else on the aircraft.
P-128 Carb Temp / OAT Probe,
1/4" -28, Type K. Used on most
engines.
To EDC
Temp Input
(Middle Connector, Ch 8
Recommended)
C. Other Temperature Probe Installation:

Other temperature probes (Cabin Temp, Cowl Temp for fire detection, etc.) may be installed using current
aircraft standards and practices (refer to AC 43.13). Make sure these probes do not interfere with the
operation of the engine or aircraft.
13
2.6 Install the Pressure Transducers:
(Red)
(Blk)
(Grn)
(Top Connector) (Wht)
To EDC
Press Input
Install only the Pressure Transducers applicable for your

configuration.
A. Torque Pressure Transducer Installation:
Some engines have a High and Low Torque pressure ports. These engines will
require two pressure transducer to be installed. The MVP system can interface with
many different types of pressure transducers.
Find a convenient location on the firewall or a mounting bracket and mount the pressure transducer(s) with the clamp provided. Do not mount the pressure
transducer(s) to an engine baffle or directly onto the engine with
the transducer supported by the threads. Vibration can cause the
Pressure Transducer:
threads to break, resulting in loss of engine fluid. The pressure transducer
PT-100GA for 0 to 120 psi
is equipped with a 1/8" NPT male port. This port can be adapted to any
and PT-300GA for 0 to
pressure line. Use only a flexible hose and fittings suitable for aircraft use.
300 psi.
Route a flexible fuel pressure line from the primary torque pressure pick up
point to the pressure transducer and tighten all fittings. Do not use the case of the pressure transducer
to tighten the pressure fittings.
Some fittings you may want to consider using are listed above.
1/8 NPT Male
1/8 NPT
Coupler
1/8 NPT Male
Pressure Transducer
B. Oil Pressure Transducer Installation:
#3 Straight - AN816-3D
#2 45' - MS20823-2D
#3 45' - MS20823-3D
#4 45' - MS20823-4D
PT-100GA
AN910-1D
* #2 Straight - AN816-2D
#2 90' - MS20822-2D
#3 90' - MS20822-3D
* #4 90' - MS20822-4D
Flare
(Red)
(Blk)
(Grn)
Find a convenient location on the firewall or a
(Top Connector) (Wht)
mounting bracket and mount the pressure transducer
To EDC
Press Input
with the clamp provided. Do not mount the

pressure transducer directly on the engine with the transducer supported by
threads. Vibration can cause the threads to break, resulting in loss of engine oil. The
pressure transducer is equipped with an 1/8" NPT male port. This port can be adapted
to any oil pressure line. Use only a flexible hose and fittings suitable for aircraft use.
Route a flexible oil pressure line from the primary oil pressure pick up point to the
pressure transducer and tighten all fittings. Do not use the case of the pressure
transducer to tighten the pressure fittings.
Some fittings you may want to consider using are listed below:
14
Pressure Transducer:
PT-100GA for 0 to 120 psi
and PT-300GA for 0 to
300 psi.
C. Fuel Pressure Transducer Installation:
(Red)
(Blk)
Find a convenient location on the firewall and mount (Top Connector) (Grn)
(Wht)
the pressure transducer with the clamp provided.
To EDC
Press Input
Do not mount the pressure transducer to an

engine baffle or directly on the engine with the transducer supported by
an adapter or fitting. Vibration can cause the adapter to break, resulting in loss of
engine oil. The pressure transducer is equipped with an 1/8" NPT male port. This port
can be adapted to any oil pressure line. Use only a flexible hose and fittings suitable
for aircraft use. Route a flexible oil pressure line from the primary oil pressure pickup
point to the pressure transducer and tighten all fittings. Do not use the case of the
pressure transducer to tighten the pressure fittings.
Some fittings you may want to consider using are listed above.
D. Gyro Vacuum Pressure Transducer Installation:
Mount the PT-05Diff Pressure Transducer on the inside firewall or in the equipment bay under the aircraft
instrument panel. Use the holes in the bottom plate to mount the PT-05Diff. Only two mounting holes are
required.
PRESS
Connect the aircraft gyro vacuum line to the

port tagged "Vac" on the PT-05Diff. Leave
the port tagged "Press" open for nonpressurized aircraft. On pressurized aircraft
connect the port tagged "Press" to the gyro
overboard pressure line. Be sure these lines
are tight. The ports are 1/4" flare union.
Care should be taken not to put excess
pressure on the flexible lines. Make sure
the flexible lines do not kink.
Open or Overboard
Pressure Line
VAC
Gyro Vacuum Line
To EDC
Press Input
(Top Connector)
(Red)
(Blk)
(Grn)
(Wht)
The PT-05Diff, Pressure

Transducer (0 to 6" Hg)
E. Airspeed Transducer Installation (OEM/Experimental):

Mount the PT-05Diff Pressure Transducer on the inside firewall or in the equipment bay under the aircraft
instrument panel. Use the holes in the bottom plate to mount the PT-05Diff. Only two mounting holes are
required.
Connect the aircraft pitot (airspeed) line to the port tagged "Press" on the PT-05Diff. Connect the aircraft
static pressure line to the port tagged "Vac" on the PT-05Diff. Be sure these lines are tight. The ports are
1/4" flare union. Care should be taken not to put excess pressure on the flexible lines. Make sure the
flexible lines do not kink. The Appendix at the back of the "Operating Instructions" manual provides
calibration instructions for Airspeed.
F. Altitude Tansducer Installation (OEM/Experimental):
Mount the PT-30Alt Altitude Transducer on the inside firewall or in the equipment bay under the aircraft
instrument panel. Use the holes in the bottom plate to mount the PT-30Alt. Only two mounting holes are
required.
15
Connect the aircraft static line (airspeed) line

to the port on the PT-30Alt. Be sure this
line is tight. The port is a 1/4" flare union.
Care should be taken not to put excess
pressure on the flexible line. Make
To EDC
sure the flexible line does not
Press Input
kink.
.170" ID Flexible Tube

Aircraft Static Line
(Top Connector)
G. Other Pressure Transducer Installations:

Other pressure transducers should be mounted in the aircraft in the same manner as the Gyro Vacuum
Transducer or the Oil and Fuel Pressure Transducers, as appropriate. Note: Any unused + or pressure inputs must be grounded to a ground pin on the EDC 37-pin connector.
2.7 Install the Interface Circuit for Annunciators (OEM/Experimental):

Any Temperature or Resistive Fuel Level channel on the EDC may be used to monitor the state of a switch,
relay or output from a device. This output can be used to trigger a light (annunciator) on the MVP. Annunciator lights such as Chip Detect, Bypass, Deice, Pitot Heat, Fire, Fault, Exceedance, etc. can be displayed on the Main or System screen on the MVP.
To monitor a voltage, a VI-221 (Voltage Interface Unit) will be required. This consists of a 221K ohm
resistor heat shrunk between two wires with a D-Sub pin crimped on one end. The following methods may
be used to interface an EDC channel (using a VI-221) to a switch, relay or device:
A. Monitoring a Signal That Switches Between Any Voltage and Ground:
Device, Switch or Relay
Bus or any Voltage
EDC
Temp or Resistive Fuel
Level Channel.
Load
VI-221
B. Monitoring a Signal that is Switched to Ground:
Load
If a Load does not exist,

an additional VI-221
must be placed in the
circuit as shown. This
provides a pullup for the
switch.
VI-221
Bus
Light, Horn, etc.
VI-221
Device, Switch or
Relay
16
EDC
Level Channel.
2.8 Install the Interface Circuit for Flap and Trim Pots (OEM/Experimental):
Elevator, Aileron and Rudder trim (as well as Flap position) can be monitored and displayed on the MVP. In
most cases the position of these surfaces are monitored using a Ray Allen 5K ohm pot. The following circuit
may be used to interface with a 1K to 100K pot.
4.99K, 1%, 1/4W Resistor
Bus
1K to
100K
VI-221
Ray Allen
Pot
EDC
Level Channel.
2.9 Install the Interface Circuit for the Gear Position, Unsafe Indicator and Gear
Warning (OEM/Experimental):
The Gear Position and Unsafe Indicator shown on the MVP System Screen is intended as a backup to the
aircrafts existing system. The Gear Warning operates off the Gear Position, Unsafe Indicator, Airspeed and
Manifold Pressure. The Gear Warning provides a voice warning to reduce the possibility of gear up landings.
Unsafe Indicator: Operates from an unsafe signal from the aircraft. Displays as either Red or Off on the
MVP. The EDC interface circuit is shown below. The Unsafe Indicator is REQUIRED with any landing
gear options listed below and requires one EDC input.
Landing Gear Position: There are three options for interfacing the EDC to the aircrafts gear system.
Option 1: Connect the EDC to the aircrafts Right, Left and Nose Gear green down lights. The
state of each gear will be displayed independently on the MVP. Select Gear Left, RT and Nose
for the probes in Configuration Screen #1. This option requires three EDC inputs. The EDC
interface circuit is shown below.
Option 2: Connect the EDC to the aircrafts Nose Gear green down light. The state of all three
gears will be displayed on the MVP based on the Nose Gears state. Select Gear All for the
probe in Configuration Screen #1. This option requires one EDC input. The EDC interface
circuit is shown below.
Option 3: Use this option to display only the Left and Right Main Gears (no Nose Gear) from a
single input. Connect the Left or Right Main Gear to the EDC as shown below. Select Gear
Main for the probe in Configuration Screen #1. This option requires one EDC input. The
EDC interface circuit is shown below.
Note: When setting colors, use Green for down and White for up. Red will cause an error.
17
Gear Up Warning: To provide a Gear Warning the MVP must monitor Gear Position, Airspeed
and Manifold pressure. A voice warning is activated on the following logic:
(Any Gear is up -OR- the Unsafe Indicator is on)) AND Airspeed is less than a set value AND
N1 is less than a set value.
Note: See the Aircraft Number, Gear Warning and TAS Setup screen to set values.
Gear and Unsafe Interface Circuit

Tap into the switched side of the Light
VI-221
EDC
Level Channel.
Gear or Unsafe Light
2.10 Install the CO Gaurdian CO Detector (OEM/Experimental):

Install the CO Guardian 353-201 Remote Mount CO Detector in accordance with the appropriate CO Guardian
installation instructions supplied with the unit. The CO Detector connects to RS232 Port 3 on the MVP.
2.11 Install the Shunt:

An external shunt is a strip of metal, usually mounted on a bakelite base. This metal is made of special alloys to
produce a very small, precise signal when current passes through it. It is not affected by temperature changes.
If your aircraft currently has an external shunt you can calibrate your MVP to that shunt. The MVP will match
any shunt on the market.
Install the External Shunt:
The external shunt should be installed in the starter-generator circuit and in an
appropriate location that minimizes the routing of main cables. It should also
be mounted in a location where inadvertent damage cannot occur. If the shunt
can be accessed easily, it should be covered. When mounting the shunt, use
self-locking or safety-wired nuts.
Shunt
The signal wires from the shunt to the EDC must be fused a short distance
after they leave the shunt. If this is a new installation, install two in-line oneamp fuses in each of the signal lines from the shunt to the EDC Amp Input.
Note: If you are replacing an existing ammeter, the shunt may already be mounted in the aircraft. If you
already have a shunt installed and know the value of the existing shunt, the MVP can be calibrated to that
shunt.
18
2.12 Install the Fuel Flow Transducer:

The MVP can interface to many different types of flow transducers or the FT-180 Fuel Flow Transducer may be
considered for installation. The FT-180 should be mounted in the appropriate fuel line. Refer to the installation
notes listed below.
A. Only the Electronics International FT-180 fuel flow transducer (or an equivalent unit) should be
considered for use on a turboprop or jet engine. To insure the pressure drop of the flow transducer is appropriate for the maximum flow rate for your engine, refer to the transducers specifications and FAA document AC 23-16.
B. The Flow Transducer should be mounted so the fuel line exiting the transducers output port
travels up, even or drops no more than 4" per foot. If this is not possible, a loop should be put in
the fuel line exiting the Fuel Flow Transducer.
C. Do not remove the yellow caps on the flow transducer until the fuel hoses are ready to be installed.
D. The flow of fuel through the transducer must follow the direction marked on the transducer.
E. The flow transducer must be mounted so the wires exiting the transducer are pointing up, or the
cap with five bolts is pointing up, or the output port is pointing up, or any combination thereof.
F. Before connecting any hoses, thoroughly clean them and insure they are free of any loose material. High air pressure may be used, however, do not allow high air pressure to pass
through the flow transducer.
G. When mounting a Fuel Flow Transducer, make provisions for the Fuel Pressure Transducer as
necessary.
H. You may want to consider using some fittings and hoses shown below.
Hose Fittings:
Fittings:
1/4" NPT
Flare
Flare
Hose
#4 Straight - AN816-4-4D
Straight - MS24587-XX, Stratoflex 300-, Aeroquip 40045' - MS27226-XX, Stratoflex 646- and 640, Aeroquip 980006
90' - MS27224-XX, Stratoflex 649- and 643, Aeroquip 980005
#6 45' - MS20823-6D
NOTE: The Stratoflex teflon hose can be much more flexible

and easier to route than most existing hoses. If you have a hardto-fit installation, you might want to consider this hose.
#4 90' - MS20822-4-4D
#6 90' - MS20822-6D
19
2.13 Install the P-300C Fuel Level Probes:

Install the P-300C (Capacitive) Fuel Level Probes in accordance with the aircraft manufacturers instructions.
2.14 Install the P-300M Magnetic Fuel Level Sender:

The MVP system can interface with an aircrafts existing resistive fuel sensors via the RFLM-4 or these resistive fuel
level sensors can be replaced with the P-300M (Magnetic Float) Fuel Level Sender. The signal produced by the
P-300M Sender is a linear voltage output designed to work with
the MVP system.
The P-300Ms float arm and travel must match the aircrafts
existing senders arm and travel. Due to the lack of information
from aircraft manufacturers, the existing sender may need to be
removed from the aircraft and sent to Electronics International.
In this way the P-300Ms float arm and travel can be matched
with the aircrafts existing sender. Contact Electronics International for further information.
3-Wire Cable
The P-300M has the same bolt pattern as resistive fuel senders. The P-300M requires three wires to interface
to the EDC (resistive senders only use one wire).
Note: Calibrating the MVP system to a fuel tank can compensate for nonlinearity in the tanks shape and
nonlinearity in the resistive fuel level sensor. The MVP cannot correct for inconsistent or non-repeatable
signals from resistive fuel level senders. Unfortunately, many older resistive fuel level senders (and in some
cases, newer resistive senders) exhibit some of the following problems:
-
Variation in the wiper-to-element resistance (CRV).

Stick slip problems with bearings and wiper-to-element contact.
Windup causing jumps in readings.
Weak wiper tension.
Loose or worn bearings, causing fluctuations in readings.
Worn out wiper.
Corroded wiper.
Corroded or worn element.
Build up of varnish on the wiper and element.
Water logged floats.
If you find inconsistent or inaccurate fuel level readings (due to a defective resistive fuel level sender), you
must have the sender replaced. Inaccurate readings can lead to a dangerous situation. The MVP depends on
the fuel level sender for accurate fuel level information. Read the Important Notice in the MVP Operating
Instructions.
The P-300M is a float type fuel level sender that uses a magnet and pickup device to detect the float position
and produce an accurate signal for the MVP system. The P-300M has no wiper or resistive element and there
is no tension on the bearings. It is not subject to the many problems associated with resistive type senders.
The P-300M has nothing to wear out or affect inaccurate fuel level readings. Also, the P-300M does not
require electricity to flow through an element and wiper saturated in fuel.
20
2.15 Install the Resistive Fuel Level Module (RFLM-4-X):

The RFLM-4 is a Resistive Fuel Level Module that provides pull-up resistors
for 4 resistive fuel level sensors. This module is required to interface an
EDC Resistive Fuel Level Input to a resistive fuel sensor. There are two
RFLM-4 modules available. The RFLM-4-12V operates on a 12-volt
electrical system and the RFLM-4-24V operates on a 24-volt electrical
system. The appropriate model must be used in your installation.
Mount the RFLM-4-X to the inside firewall or to an equipment bay under
the aircraft instrument panel. Use the holes in the bottom plate to mount the
unit. Only two mounting holes are required.
Note: For each Fuel Level Channel on the EDC you can use either the
Resistive Input or the Capacitive Input, but not both.
To EDC Resistive Fuel

Level Inputs (Bottom Connec-
2.16 Install the Voice Alarm Control Panel (AV-17CP) (OEM/Experimental):

If the voice alarms provided by the MVP are to be used, the AV-17CP Control Panel will need to be installed in
the aircraft instrument panel.
A. Locate the Control Panel and Switch in the
AV-17CP packet. Find an appropriate
mounting location on the aircraft instrument
panel for the Control Panel and Switch. The
Switch will require a 3/4" clearance behind
the aircraft instrument panel.
White/Orange
To MVP
White/Red
White/Brown
(OFF)
(+5V)
(ACK)
Control Panel
B. Using the AV-17CP Control Panel as a template, mark the aircraft instrument panel and drill a 1/4"
hole for the AV-17CP Switch.
C. Mount the Switch from behind the aircraft instrument panel. Be careful not to damage the
up..
silkscreening on the Control Panel. The Switch must be mounted with the white/orange wire up
The lock washer should be mounted on the Switch and behind the aircraft instrument panel.
2.17 Install the Intensity Control Pot (CP-1):

The display intensity of the MVP may be controlled
internally with an electric eye or externally with a
Intensity Control Pot (CP-1). The selection is pilot
programmable. If the intensity is to be controlled
externally, an CP-1 will need to be installed in the
aircraft instrument panel.
Aircraft Instrument Panel

Nut
A. Locate the Intensity Control Pot in the CP-1

Knob
packet. Find an appropriate mounting location
on the aircraft instrument panel for the Control
Pot. The Pot will require a 2" clearance behind the aircraft instrument panel.
21
Pot
(Wht/Orng)
To MVP
1/4" Hole
B. Mark the aircraft instrument panel and drill a 1/4" hole for the Pot.
C. Mount the Pot from behind the aircraft instrument panel and install the knob.
2.18 Install the Master Warning (red) and Caution (yellow) Lights:
The Warning and Caution Lights do not have to be installed unless the MVP is
installed more than 8" from the pilots visual centerline.
A. Locate the Red (AL-1R) and Yellow (AL-1Y) lights in the kit. Find an
appropriate mounting location within 8" of the pilot's visual centerline.
The lights will require 3/4" clearance behind the aircraft instrument
panel.
B. Mark the aircraft instrument panel and drill a 5/16" hole for each light.
Install the Red Warning Light and the Yellow Caution Light from
behind the aircraft instrument panel.
Note:
(Red)
To MVP
To Bus
(Yellow)
To MVP
To Bus
If the MVP Master Warning and Caution Outputs are connected to other lights or devices, the
current must be limited to 0.1 amps. The outputs pull to ground when active.
2.19 Installing the EDC-33T:

The EDC-33T (Engine Data Converter) converts all of the analog engine signals into serial data which is
output to the MVP display via two wires (RS422). The EDC unit measures 4.5" long by 3.5" wide by
2.2" high. There are three 37-pin D-sub connectors that interface to the various probes, modules or
direct connections to the aircraft.
Mount the EDC on the inside firewall under the aircraft instrument panel or in an equipment bay. For a
twin-engine aircraft the EDC can be mounted on the opposite side of the firewall of the engine or in the
cabin or equipment bay. Use the holes in the bottom plate of the EDC to mount the unit. Be sure you
will have enough room to connect the three D-sub connector wire harnesses to the EDC. Note: If you
run out of channels on the EDC, a second EDC may be installed and connected to the MVP.
Top
22
Install the EDC Wire Harnesses

and
Route Wires
3.0
3.1 Attach the three EDC 37-pin Wire Harnesses to the EDC:
3.2 Connect the EDC Harness to the Temperature Probes:
3.3
Connect the EDC Harness to the Pressure Transducers:
3.4 Connect the EDC Harness to the Shunt:

3.5 Connect the EDC Harness to the Fuel Flow Transducer:
3.6 Connect the RFLM-4-x Harness to the EDC Connector and to the Resistive Fuel
Level Sensors:
3.7 Connect the EDC Harness to the Capacitive Fuel Level Probes:
3.8 Connect the EDC Harness to the P-300M Magnetic Fuel Level Senders:
3.9 Connect the EDC Harness (Volts Measurement Pin) to the Bus:
3.10 Connect the EDC Harness to the N1 and/or N2 Tach Generator:
3.11 Connect the EDC Harness to the VI-221's (Voltage Interface Units):
3.12 Connect the EDC Harness to Power and Ground:
3.13 Route the EDC RS422 Wires to the MVP Connector:
23
When routing the EDC wire harnesses refer to the Top, Middle and Bottom "EDC Wiring Work Sheets" found
at the back of this manual. Insure no wires obstruct the freedom of travel of any controls.
3.1 Attach the three EDC 37-pin wire harnesses to the EDC:
Secure the connectors using the supplied mounting screws.
3.2 Connect the EDC Harness to the Temperature Probes:

Route each of the temperature cables in the EDC harness to the appropriate temperature probe. Cut the wires
to length, install the appropriate connectors (see the Working with Connectors section of this manual for
more information) and connect to the temperature probe. When connecting to a temperature probe, leave some
slack in the cable exiting the probe to prevent damage to the probe over time.
All Type K Temperature Probes

EDC
(Red)
Temp Input
(1 of 13)
(Yel)
All E.I. Temperature

Probes are Type K.
Middle Connector
3.3 Connect the EDC Harness to the Pressure Transducers:

Route each of the pressure cables in the EDC harness to the appropriate pressure transducers. Cut the wires to
length, install the appropriate connectors (see the Working with Connectors section of this manual for more
information) and connect to the pressure transducer. When connecting to a pressure transducer, leave some
slack in the cable exiting the transducer to prevent future damage to the transducer.
PT-30GA, PT-100GA, PT300GA, PT-3000S

Pressure Transducers:
PT-30ABS, PT-60ABS, PT-05Diff, PT-04H20

Pressure Transducers:
(Red)
(Blk)
(Grn)
(Wht)
EDC
Press Input
(1 of 9)
EDC
Press Input
(1 of 9)
25
(Red)
(Blk)
(Grn)
(Wht)
3.4 Connect the EDC Harness to the Shunt:
Shunt
Route the EDC Amps wires to the Shunt. The way the Shunt is installed in the
aircraft determines which lug of the shunt is "+". The wire on the "+" lug is routed
to the starter-generator. The EDC +Amp Input wire (orange) should be connected
to the small lug on the "+" side of the Shunt. The EDC -Amp Input wire (brown)
should be connected to the small lug on the "-" side of the Shunt.
3.5 Connect the EDC Harness to the Fuel Flow Transducer:

Route the fuel flow cable in the EDC harness to the Fuel Flow Transducer. Cut the wires to length, install the
appropriate connectors (see the Working with Connectors section of this manual for more information) and
connect to the fuel flow transducer. When connecting to the Fuel Flow Transducer, leave some slack in the
cable exiting the transducer to prevent future damage to the transducer.
FT-60, FT-90, FT-180

Fuel Flow Transducers:
Top Connector
EDC
Fuel Flow Input
(1ea.)
+10V, (Red, pin 15)

Gnd, (Blk, pin 16)
Signal (Wht, pin 14)
26
3.6 Connect the RFLM-4-x Harness to the EDC Connector and to the Resistive Fuel
Level Sensors:
Route the appropriate resistive fuel level input wires (for the number of tanks to be monitored) in the RFLM-4x harness to the EDC Bottom Connector. Plug the wires into the appropriate resistive fuel level channels. The
excessive wire can be cut and spliced, bundeled and tie wraped up or cut to length and new D-Sub pin installed
(see the Working with Connectors section of this manual for more information). Route and connect the
corresponding wires in the RFLM-4-x wire harness to the appropriate fuel tank sensors. Route the red wire (in
pin 1 of the RFLM-4-x connector) to the aircraft bus via the MVP/EDC 5-amp circuit breaker.
Fuel Tank
1
RFLM-4-12V (for a 12Volt system)

RFLM-4-24V (for a 24Volt system)
Fuel Tank
2
Connect only the wires for

which you have Fuel Tanks.
EDC
Resistive Input
(1 of 4)
Bottom Connector
Ch 1 Rin, Pin 2 (Brown)

Ch 2 Rin, Pin 3 (Orange)
Ch 3 Rin, Pin 4 (Yellow)
Ch 4 Rin, Pin 5 (Green)
Ch 1 Rin, Pin 6 (Brown)

Ch 2 Rin, Pin 7 (Orange)
Ch 3 Rin, Pin 8 (Yellow)
Ch 4 Rin, Pin 9 (Green)
Fuel Tank
3
Fuel Tank
4
+Vin, Pin 1, (Red)

To Bus (via MVP/EDC Circuit Breaker)
3.7 Connect the EDC Harness to the Capacitive Fuel Level Probes:
Route the appropriate capacitive fuel level wires (for the number of tanks to be monitored) in the EDC harnesses to the capacitive fuel level probes. Cut the wires to length, install the appropriate connectors (see the
Working with Connectors section of this manual for more information) and connect to the capacitive fuel
level probe.
Note: The capacitive fuel level channels are shared with the resistive channels. A single capacitive and
resistive channel cannot be used simultaneously.
EDC
Capacitive Input
(1 of 4)
+5V (Red)
Gnd (Black)
Cin (White)
Bottom Connector
P-300C Capacitive
Fuel Level Probe
27
3.8 Connect the EDC Harness to the P-300M Magnetic Fuel Level Senders:
Route the appropriate fuel level wires (for the number of tanks to be monitored) in the EDC harnesses to the
P-300M magnetic fuel level senders. Cut the wires to length, install the appropriate connzectors (see the
Working with Connectors section of this manual for more information) and connect to the P-300M fuel level
sender.
EDC
Resistive Input
(1 of 4)
Bottom Connector
+5V (Red)
Gnd (Black)
Rin (White)
Fuel Tank
1
.
.
Fuel Tank 4
P-300M
Fuel Level Sensor
3.9 Connect the EDC Harness (Volts Measurment Pin) to the Bus:
Pin 35 of the EDC top connector monitors bus voltage. Connect this pin to the bus to be monitored.
3.10 Connect the EDC Harness to the N1 and/or N2 Tach Generator:

Most N1 and N2 Tach Generators provide an output signal on two or three pins. Most often the output signal
is referenced to ground. To connect the EDC harness to the N1 and/or N2 Tach Generator perform the following:
1). Determine if the Tach Generator output signal is ground referenced:
Ohm the output pins to ground. If the Ohm reading is less than 200
ohms, the output signal is ground referenced.
Tach Gen
2). Connecting the EDC harness to a ground referenced Tach Generator:

Connect the wire from the appropriate EDC harness to one of the
output pins on the N1 and/or N2 Tach Generator. Your Done.
3). Connecting the EDC harness to an ungrounded Tach Generator: Ground one of the output pins of
the Tach Generator and connect any one of the other pins to the appropriate wire in EDC wire harness. Your Done.
Note: The Walters Tach Generators have four output pins. Connect the A pin to ground and
connect the B pin to the appropriate wire in EDC wire harness.
3.11 Connect the EDC Harness to the VI-221's (Voltage Interface Units):
Route the appropriate EDC wire to the VI-221s that were used to interface the Gear Position Lights, Unsafe
Light, Flap Position, Trim Position and/or any indicator to the EDC.
EDC
Level Channel.
VI-221
28
3.12 Connect the EDC Harness to Power and Ground:

Route the power wire (Top Connector, pin 37, Red Wire) to the MVP/EDC 5-amp Circuit Breaker. Route the
ground wire (Top Connector, pin 19, Black Wire) to the aircraft ground.
EDC-33P
Top
To Aircraft Ground
To the MVP/EDC 5-amp Circuit Breaker
MVP
RS422 Input
MVP RS422-B (pin 12)
MVP RS422+A (pin 13)
Top Connector
Pin 37, Red Wire
Pin 19 Black Wire
Pin 36, White Wire
Pin 18, White/Green Wire
3.13 Route the EDC RS422 Wires to the MVP Connector:

Route the RS422+A white/green wire and the RS422-B white wire to the MVP connector. These wires will be
connected to the MVP RS422 wires in a later step. If a second EDC is installed, see the appendix for connection information.
29
4.0
Install the MVP Wire Harness
and
Route the Wires
4.1 Attach the MVP 25-pin D-sub Connector to the MVP:
4.2 Connect the EDC RS422 Wires to the MVP RS422 Wires:
4.3 Connect the MVP Harness to the Master Warning and Caution Lights:
4.4 Connect the MVP Harness to the Voice Alarm Control Panel (AV-17CP):
4.5 Connect the MVP Harness to the Audio Panel:
4.6 Connect the MVP Harness to the External Intensity Control Pot (CP-1):
4.7 Connect the MVP Harness to the Moving Map Data Out from the GPS:
4.8 Connect the MVP Harness to the Fuel Data Input on the GPS:
4.9 Connect the MVP "Transmit Lockout Input" Pin to the Transmit Key:
4.10 Connect the MVP Harness to Power and Ground:
4.11 Connect the MVP Harness to the CO-Guardian CO Detector:
31
When routing the MVP wire harness refer to the "MVP-50 25-pin D-Sub Connector Wiring Diagram" found at
the back of this manual. Insure no wires obstruct the freedom of travel of any controls.
4.1 Attach the MVP 25-pin D-sub Connector to the MVP:

Secure the connector using the supplied mounting screws.
4.2 Connect the EDC RS422 Wires to the MVP RS422 Wires:
Route the EDC RS422 wires to the back of the MVP Display, cut the wires to length and splice them to the
appropriate MVP RS422 wires.
4.3 Connect the MVP Harness to the Master Warning and Caution Lights:
If the Warning and Caution Lights are installed, route the MVP Master Warning Out wire (White/Yellow, Pin
16) to the Master Warning (Red) Light (AL-1R) White/Yellow wire, cut the wires to length, install the appropriate connectors (see the Working with Connectors section of this manual for more information) and connect
to the AL-1R.
Route the MVP Master Caution Out wire (White/Yellow, Pin 17) to the Master Caution (Yellow) Light (AL-1Y)
White/Yellow wire, cut the wires to length, install the appropriate connectors (see the Working with Connectors section of this manual for more information) and connect to the AL-1Y.
Red
Wht/Yel
Red
Yel
Wht/Yel
Red
Pin 16
To MVP/EDC
5-amp Circuit
Breaker
Pin 17
4.4 Connect the MVP Harness to the Voice Alarm Control Panel (AV-17CP):
If the voice alarms provided by the MVP are to be used, route the three MVP Voice Control wires to the AV17CP, cut the wires to length, install the appropriate connectors (see the Working with Connectors section of
this manual for more information) and connect to the AV-17CP.
MVP
Voice Control
Inputs
20
White/Orange
21
White/Red
22
White/Brown
(OFF)
(+5V)
(ACK)
Control Panel
33
4.5 Connect the MVP Harness to the Audio Panel:

If the voice alarms provided by the MVP are to be used, route the two MVP Voice Warning Out wires to the
Audio Panel, cut the wires to length and connect to the Audio Panel Aux input and ground. If an audio input is
not available on the Audio Panel (or an Audio Panel is not installed) you can connect the MVP Voice Warning
Out wires to the pilot headset jack. With this installation a 49.9 ohm 1/4 watt resistor will need to be installed
in series with the MVP +Voice Warning Out wire and the feed wire to the jack.
Pilot's Audio Jack

MVP
Voice Output
-Voice
(Wht/Gray, Pin 24)
Gnd
Audio Feed (from Radios)
+Voice
(Wht/Blue, Pin 23)
49.9 Ohms
4.6 Connect the MVP Harness to the External Intensity Control Pot (CP-1):
If the MVP display intensity is to be controlled externally, route the MVP Back
Light Control In wire (orange) to the CP-1, cut the wires to length, install the
appropriate connectors (see the Working with Connectors section of this manual
for more information) and connect to the CP1. Install the ground and power wires to the
(Wht/Org, Pin 25)
CP-1 as shown in the paper work supplied
MVP
To Gnd (Blk)
with the control pot.
Back Light Cntrl
Input
Wht/Org
Blk
Wht/Brn
To 12V (Wht)
or
To 24V (Wht)
Wht/Red
4.7 Connect the MVP Harness to the Moving Map Data Out from the GPS:
Route the MVP "Moving Map Data In" wire (green wire in a 4 wire cable) to the Moving Map Data Output Port
on the GPS. Cut the wire to length, install the appropriate connector and connect to the GPS port.
4.8 Connect the MVP Harness to the Fuel Data Input on the GPS:
If fuel data is to be viewed on the GPS, route the MVP "Fuel Data Out" wire (white wire in a 4-wire cable) to
the Fuel Data Input Port on the GPS. Cut the wire to length, install the appropriate connector and connect to
the GPS port.
MVP
GPS Input &
Output
GPS
Moving Map Data In (Grn, Pin 8)

Fuel Flow Data Out (Wht, Pin 7)
4-Wire Cable
34
4.9 Connect the MVP "Transmit Lockout Input" pin to the Transmit Key:
Pulling the MVP Transmit Lockout Input pin to ground freezes the displayed values for the various functions.
This eliminates jumpy readings during transmit. In most (if not all) cases the MVP Transmit Lockout Input"
does not need to be connected. If transmit lockout is required, attach the appropriate pin (see the Working
with Connectors section of this manual for more information) to a 20 ga. wire. Install the wire with pin into
position 3 of the MVP connector. Route and attach this wire to the transmit key.
4.10 Connect the MVP Harness to Power and Ground:

Route the power wire (red) to the main bus via a 5-amp Circuit Breaker. Route the ground wire (black) to the
aircraft ground.
WARNING: The power wire is RED and is connected to pin 1 and 2 on the MVP. If aircraft power is connected to any pin on the MVP other than pin 1 and 2, damage to the MVP and any connected hardware may
occur. Insure power is provided on pin 1 and 2 of the MVP before attaching the connector.
MVP
Power & Ground
Power (Red, Pin 1&2)

Gnd (Black, Pin 14&15)
To Main Bus via 5-amp Breaker.

To Aircraft Ground.
4.11 Connect the MVP Harness to the CO-Guardian CO Detector:

If a CO detector was installed, connect the RS232 output from the Remote Mounted 353-201 (experimental
only) or 452-201-011 (certified) CO Detector to Pin 11 (Port 3 In) on the MVP. Refer to CO-Guardians
installation instructions for further information on the CO Detector.
Note: The CO Detector share the same port on the MVP as the second EDC. If the CO Detector is installed a
second EDC cannot be installed.
35
5.0
Mandatory System Setup and Checkout
5.1
Power-On Checkout:
5.2 Perform all Steps listed in the "MVP-50P Setup Checklist":

5.3 Ground Run Checkout:
5.4 First Flight Checkout:
5.5 Read the "Warranty/Agreement" and the "Important Notice":
5.6 POH/AFM Supplement:
37
5.1 Power-On Checkout:

Turn the aircraft master switch on. The MVP will power up and perform a system test. After approximately 14
seconds the MVP will display the Main Engine screen with an add fuel message. Press any button to continue. If you have a problem with any of the following steps, see the Troubleshooting section of this manual.
A. Check
B. Check
C. Check
D. Check
E. Check
F. Check
G. Check
H. Check
I. Check
J. Check
the N1 and N2 for a reading of 000.

Fuel Flow for a reading of 00.0.
Oil Pressure for a reading of 00.
Oil Temp to read ambient temperature.
Volts for proper reading.
Amps for proper reading (000 when monitoring the Gen. Out).
OAT to read ambient temperature outside the aircraft.
all Annunciators for proper operation.
gear indications on the System screen to operate properly.
all other functions on the Main and System screen to operate properly.
Note: Fuel Level, Trim, Flaps and Pressure Altitude may not read properly until they have been calibrated.
5.2 Perform all Steps listed in the "MVP-50P Setup Checklist":

A Setup Checklist is provided on blue tag board. Each step listed in this checklist must be completed before
continuing with this installation.
5.3 Ground Run Checkout:

Before starting the engine, test the N1, N2 and ITT functions for proper operation. If an important function
does not appear proper during any phase of the start, abort the start. Electronics International
produces Field Test Devices that output signals to emulate ITT, N1, N2, Oil Pressure, Fuel Pressure, Oil
Temperature, Fuel Flow, shunts and Resistive and Capacitive Fuel Sensors. These devices can be used to test
the wiring, connections, functionality and accuracy of the MVP system installed in the aircraft. See E.I.'s
pricelist for more information. Consider testing the installation with Field Test Devices before starting the
aircraft.
Start the aircraft engine. Follow all the airframe and engine manufactures procedures. Check that the values
for each function displayed on the MVP are proper for "engine on" operation. Any problem with a specific
function will be associated with a probe, cable or interconnect between the probe and the EDC for that function. If you have a problem with any function, see the Troubleshooting section of this manual.
Turn the engine off. Inspect the entire system for interference with controls, loose fittings, connections, clamps,
probes, and inspect for leaks, chafing, obstructions, heat damage and any thing that may cause unsafe flight. Check
that all fittings are tight.
39
5.4 First Flight Checkout:

Prepare the aircraft for flight. Fly the aircraft in the pattern. Check for proper operation of each function
displayed on the MVP. Land the aircraft and perform the following checks as soon as possible:
A.
B.
C.
D.
Check
Check
Check
Check
all fittings, hoses and transducers for leaks.

all fittings, hoses, wires, system components and hardware to be secure and are not chaffing.
for interference to any controls.
for any unsafe condition.
Do not release the aircraft for normal operation until all steps in this document have been performed and the
aircraft is safe to fly.
5.5 Read the "Warranty/Agreement" and the "Important Notice":

Require the pilot to read the "Warranty/Agreement" and the "Important Notice" located in the front of the
"Operating Instructions" before releasing the aircraft for flight.
5.6 POH/AFM Supplement:

The "MVP-50T Primary Engine Monitor FAA-Approved POH/AFM Supplement No. 06271101, Rev. IR"
document (or later FAA approved revision) must be completed and inserted into the Airplane Flight Manual. If
you need additional copies of the supplement please contact Electronics International at (541) 318-6060 or
www.buy-ei.com.
40
6.0
Installation Data
6.1 Instructions for Continued Airworthiness (ICA):
6.2 Airworthiness Limitations:
6.3 Working With Connectors:
6.3.1 Installing a Red Slip-on Connector onto a TC or Tin Copper Wire:
6.3.2 Installing a Yellow Precision TC Connector onto a TC Wire:
6.3.3 Installing a D-sub Pin onto a TC or Tin Copper Wire:
MVP-50T 25-pin D-sub Connector, Wiring Diagram

EDC Wiring Work Sheet, Top Connector
EDC Wiring Work Sheet, Middle Connector
EDC Wiring Work Sheet, Middle Connector
MVP-50 Aircraft Panel Cutout
EDC Template
41
6.1 Instructions for Continued Airworthiness (ICA):

The MVP-50T Instructions for Continued Airworthiness are listed in EI document 06201101 Rev A (or latter FAA
approved revision). If you need additional copies of the ICA contact Electronics International at (541) 318-6060 or
www.buy-ei.com.
6.2 Airworthiness Limitations:

The Airworthiness Limitations are listed in the MVP-50T ICA Doc. 06201101 Rev A (or latter FAA approved
revision). If you need additional copies of the ICA contact Electronics International at (541) 318-6060 or www.buyei.com.
6.3 Working With Connectors:

The single biggest problem seen with installations is poor crimps. Even installers with many years of experience can produce poor crimps and do not know how to evaluate a crimp. The more sophisticated the connector, the bigger the burden is on the installer to find a good crimper and produce a reliable crimp. For this
reason E.I. uses a quality Red Slip-on terminal connector that require a very simple crimp.
If the instructions listed below are followed, a reliable crimp can be achieved with almost any terminal crimper.
DO NOT use pliers, cutters or any other tool that was not designed to crimp terminal connectors. It will NOT
produce a long-term reliable crimp and eventually you will have problems.
The real key to achieving a long-term reliable crimp is to PREPARE the wire correctly, produce a TIGHT crimp
and TEST the crimp. Another factor, which we have covered for you, is to use a quality connector made of
material with long-term spring tension. This is most important when crimping connectors onto thermocouple
(TC) wire. TC wire is strong and does not form like tin copper wire.
It is very easy to produce a good crimp. Unfortunately, it is just as easy to produce a bad one. Read the
instructions below. A proper crimp will produce a reliable connection for a lifetime.
6.3.1 Installing a Red Slip-on Connector onto a TC or Tin Copper Wire:
Red Slip-on Connectors are used on most thermocouple (TC) and insulated wire connections used in the
engine compartment. This type of connector is easy to install and only requires an inexpensive readily
available crimp tool. There are many crimp tools available that will produce a good tight crimp on the
Red Slip-on Connectors. The non-ratcheting crimpers will require strength to produce a good connection. A red terminal crimp tool can be found at most electronic stores. To install a Red Slip-on Connector, perform the following steps:
A. When working with a thermocouple (TC) wire or cable, split the wires back 3". Be careful not to
knick the individual wires.
B. Strip each wire back 1 1/4" and triple the wires over. These wires must be tripled over (or
doubled for larger wires).
43
C. Place the appropriate Red Slip-on Connector onto the wire. Double crimp the connector using a 20
ga. crimp tool for insulated red connectors. A good crimp is very important. Poor crimps will
cause jumpy readings and are the biggest source of problems.
Some considerations for making a good crimp on a Red Slip-on Connector are listed below:
1. Do not knick the wire when stripping the insulation. This will weaken the wire and cause it
to break over time.
2. It is imperative that the wires be tripled over when placed into the connector. This will allow
for many more connection points to be made and will produce a tighter crimp.
3. Make sure you do not push the insulation portion of the wire too far into the connector. This
will cause the insulation to be in the crimp area which, over time, will cause the connection
to fail.
4. The crimp must be tested with the Pull, Push/Pull and Twist tests described below to insure
a good crimp has been made. Loose crimps are the most common source of problems.
D. Pull Test: Pull (approximately 3 to 4 pounds) on the connector with one hand while holding the wire
1/2" from the connector with the other hand. If the wire feels loose in the connector, you must recrimp the connection or start over using a new connector.
E. Push/Pull Test: Push and Pull with a semi-rapid motion (approximately 1 to 2 pounds) on the
connector with one hand while holding the wire 1/2" from the connector with the other hand. If the
wire has a clicking feel, the wire is loose in the connector. You must re-crimp the connection or
start over using a new connector.
F. Twist Test: Hold the connector with one hand and the wire 1/2" from the connector with the other
hand. Twist the connector back and forth (CW to CCW) approximately 10 degrees. With a good
connection you will feel twisting strain on the wire with each degree of movement of the connector.
Poor connections may pass the first two tests and fail this test. All three tests are important.
G. For a proper mate, the tab inside the male connector must be centered (not bent up or down).
Check each connector before installation.
H. Two drops of oil (or a small amount of grease) on the connector
will protect it from corrosion. The oil will be trapped in the metalto-metal contact area (replacing oxygen) keeping the oxidization from
migrating into the contact area for the life of the connection. Salt
environments are especially hard on connections.
Tab
I . If the connector has been disconnected several times the metal receptacle inside the female connector may become loose. If this happens use a pair of needle nose pliers to retighten the female
receptacle then mate the connectors. A tight connection will prevent long-term failures.
44
6.3.2 Installing a Yellow Precision TC Connector onto a TC Wire:

The Yellow Precision TC Connector is used on OAT and Carb Temp probes. This connector is easy to
install and does not require any special tools.
A. Split the thermocouple wires back 3". Be careful not to knick the individual wires.
B. Remove the yellow cap on the Precision Connector.
C. Strip back the wire insulation 1/2".
D. Connect the yellow lead of the TC Extension Cable to the terminal marked + and the red lead to
the other terminal. The insulation on these wires should almost touch the mounting screws. Replace
the yellow cap on the Yellow Precision Connector. Be careful not to overtighten any screws or
twist the wires when installing the connector.
Red Wire
Yellow Wire
6.3.3 Installing a D-sub Pin onto a TC or Tin Copper Wire:

D-sub pins are used in D-sub connectors found on the EDC and the MVP. Most of these pins have
already been installed on the appropriate wires and inserted into the proper connector. To install a D-sub
pin requires a D-sub crimp tool. Most electronic stores carry a reasonably priced D-sub crimp tool. This
tool will work for installing D-sub pins onto tin copper wire but it may not make good crimps on 24 ga.
thermocouple wire. A pull test can be performed to test the crimp. A ratcheting crimp tool from Tyco
(P/N: 91503-1) will crimp both TC and Tin Copper Wire. All crimps must pass a 3 to 4 pound pull test
to be considered reliable.
To install a D-sub pin onto a 20 ga. Tin Copper Wire, perform the following steps:
A. Strip the insulation back 1/8. Be careful not to knick the wire.
B. Insert the pin into the 24 ga. D-sub Pin Crimper. The crimpers
have two cavities; the smaller one is used to crimp the bare wire
and the slightly larger one is used to crimp around the insulation.
Check that the pin is inserted into the crimpers properly. Also, the
ears on the pin must be facing into the center of the crimp tool
cavity to produce a good crimp. If the pin rotates even a little
during crimping, the connection will be unreliable.
End View
of
the D-sub Pin in the Crimp Tool
Pin Ears face Down
Crimp Cavity
C. Insert the wire into the pin. Check that the insulation is in the
strain relief crimp area but not in the bare wire crimp area. Crimp
the pin onto the wire. A good crimp is very important. Poor
crimps will cause jumpy readings and are the biggest source
of problems.
45
D. Pull Test: Pull (approximately 3 to 4 pounds) on the wire near the connector with one hand while
holding the connector with the other hand. If the wire pulls out of the connector, you must start over
using a new connector.
E. A well soldered connection at the crimp can be reliable. Soldering a TC wire requires a lot of heat
to produce a good solder connection. Also, when soldering a TC wire each wire should be scraped
with a knife to expose fresh metal just before crimping and applying solder. Fluxing the TC wire can
also help. Do not use acid core solder or acid flux.
Insulation
Bare Wire
E.I. D-sub Pin
46
MVP-50T
25-pin D-sub Connector
Wiring Diagram
(Back View, Wire Side)
31
47
MVP-50T-PT6
EDC Wiring Work Sheet
EDC-33T
Volts
Wht/Red
Top Connector (Back View, Wire Side)
EDC Input
EDC Pin #'s

(Wire Colors for Pressure Probes)
Function
Probe, Module or
Direct Connection to the EDC
Power & Gnd
+V Pin 37 (Red)
Gnd Pin 19 (Blk)
N/A
RS422 Out
RS422 +A Pin 17 or 18 (Wht/Grn)

RS422 -B Pin 35 or 36 (Wht)
N/A
N/A
Volts
No connection required. Volts is measured on

Pin 35 (Wht/Red)
the Power Input pin 37.
VOLTS
EDC
VoltsV-Pkup
Measured on Pin 35
Amps
+Amp Pin 32 (Orange)

-Amp Pin 33 (Brn)
AMPS
S-50
S-300 Shunt
Fuel Flow
Inut Pin 14 (Wht)

+10V Pin 15 (Red)
Gnd Pin 16 (Blk)
FUEL FLOW
FT-60
FT-180
FT-180
Press Ch1
+5 Pin 20 (Red)
Gnd Pin 21 (Blk)
+In Pin 3 (Grn)
-In Pin 2 (Wht)
M.P.
High Torq
PT-30ABS-.1
PT-30ABS
PT-100GA (1/8 NPT)
Press Ch2
+5 Pin 22 (Red)
Gnd Pin 23 (Blk)
+In Pin 5 (Grn)
-In Pin 4 (Wht)
FUEL P
PT-30GA-.1
PT-100GA (1/8 NPT)
Press Ch3
+5 Pin 24 (Red)
Gnd Pin 25 (Blk)
+In Pin 7 (Grn)
-In Pin 6 (Wht)
OIL
P
PR ALT
PT-100GA-1
PT-30ALT
Low Torq
PT-30GA (1/8 NPT)
Press Ch4
+5 Pin 26 (Red)
Gnd Pin 27 (Blk)
+In Pin 9 (Grn)
-In Pin 8 (Wht)
Press Ch5
+5 Pin 28 (Red)
Gnd Pin 29 (Blk)
+In Pin 11 (Grn)
-In Pin 10 (Wht)
Press Ch6
+5 Pin 30 (Red)
Gnd Pin 31 (Blk)
+In Pin 13 (Grn)
-In Pin 12 (Wht)
N/A
Power and Ground
Inputs.
RS422 Output to MVP
Oil P.
PT-300GA (1/8 NPT)
An
EDCUnused
PressurePressure
Channel may
be configured
measure a pressure or other functions. See the "List of Allowable Functions and Probes
Note:
Inputs
must betogrounded.
for the EDC Inputs" for more information.
Note: Any EDC Input not used should be marked "N/A" under Function.
0425051-3
MVP-50T-PT6
EDC-33T
EDC Input
EDC Pin #'s

& Wire Colors
Function
Probe
Temp Ch 1
+In Pin 2 (Yel)

-In Pin 20 (Red)
EGT
ITT 1
Probe
P-110provided with
the Engine.
Temp Ch 2
+In Pin 3 (Yel)

-In Pin 21 (Red)
EGTTemp
2
OIL
P-110 (5/8-18)
P-120
Temp Ch 3
+In Pin 4 (Yel)

-In Pin 22 (Red)
EGT 3
P-110
Temp Ch 4
+In Pin 5 (Yel)

-In Pin 23 (Red)
EGT 4
P-110
Temp Ch 5
+In Pin 6 (Yel)

-In Pin 24 (Red)
EGT 5 (6-cyl)
P-110 (6-cyl)
Temp Ch 6
+In Pin 7 (Yel)

-In Pin 25 (Red)
EGT 6 (6-cyl)
P-110 (6-cyl)
Temp C h7
+In Pin 8 (Yel)

-In Pin 26 (Red)
OIL T
P-120
Temp Ch 8
(Best for OAT)
+In Pin 9 (Yel)

-In Pin 27 (Red)
OAT
P-128 (1/4 - 28)
Temp Ch 9
+In Pin 13 (Yel)

-In Pin 31 (Red)
Temp Ch 10
+In Pin 14 (Yel)

-In Pin 32 (Red)
CHT 1
P-100
Temp Ch 11
+In Pin 15 (Yel)

-In Pin 33 (Red)
CHT 2
P-100
Temp Ch 12
+In Pin 16 (Yel)

-In Pin 34 (Red)
CHT 3
P-100
Temp Ch 13
+In Pin 17 (Yel)

-In Pin 35 (Red)
CHT 4
P-100
Temp Ch 14
+5Pin
Pin1836
(Red)
+In
(Yel)
-In
Pin Pin
36 (Red)
Gnd
18(Blk)
CHT 5 (6-cyl)
P-100
+InPinPin
+In
19 19
(Yel)(Grn)
-InPinPin
(Wht)
-In
37 37
(Red)
CHT 6 (6-cyl)
P-100
Press Ch7
Temp Ch 15
Note:
Pressure
must be
An
EDCUnused
Temp Channel
mayInputs
be configured
to grounded.
measure a temperature or other functions. See the "List of Allowable
Functions
andInputs
Probesmay
for the
Inputs"
for more Digital
information.
Note: Temp
alsoEDC
be used
to measure
or Analog signals.
Note: Any EDC Input not used should be marked "N/A" under Function.
0425051-1
Press Ch7
-In (Wht)
Press Ch7
+In (Grn)
Press Ch7
Gnd (Blk)
Press Ch7
+5 (Red)
Middle Connector (Back View, Wire Side)
MVP-50T-PT6
EDC-33T
EDC Input
Press Ch9
-In (Wht)
Press Ch9
+In (Grn)
Press Ch8
+In (Grn)
Press Ch8
-In (Wht)
Do Not Use
EDC Pin #'s

& Wire Colors
+5 Volts
+5 Volts
+5 Volts
(Wht/Org)
Do Not Use
Bottom Connector (Back View, Wire Side)
Function
Probe
FL Ch 1
(Resistive Input)
Rin Pin 23 (Brn)

(Requires a RFLM-4 Module)
FL Ch 1
(Capacitive Input)
Cin Pin 20 (Wht)

+5V Pin 21 (Red)
Gnd Pin 22 (Blk)
FL Ch 2
(Resistive Input)
Rin Pin 4 (Org)

FL Ch 2
(Capacitive Input)
Cin Pin 1 (Wht)

+5V Pin 2 (Red)
Gnd Pin 3 (Blk)
FL Ch 3
(Resistive Input)
Rin Pin 35 (Yel)

FL Ch 3
(Capacitive Input)
Cin Pin 32 (Wht)

+5V Pin 33 (Red)
Gnd Pin 34 (Blk)
FL Ch 4
(Resistive Input)
Rin Pin 17 (Grn)

FL Ch 4
(Capacitive Input)
Cin Pin 14 (Wht)

+5V Pin 15 (Red)
Gnd Pin 16 (Blk)
RPM Ch 1
In Pin 26 (Wht/Brn)
LEFT
N1 (or (mag)
Ng or Nh)
Ring
Terminal
Isolator
Engine
Tach Gen.
RPM Ch 2
In Pin 25 (Wht/Orange)
N2 (or NP
or NL)
RIGHT
(mag)
Engine
Tach Gen.
Ring
Terminal
Isolator
RPM 6-Cyl Select
Open for 4 Cyl Engines.

Short Pin 28 to 27 for 6 Cyl Engines.
Temp Ch 16
+In
Pin1212(Yel)
(Grn)
+In Pin
-In
Pin
30
(Red)
-In Pin 30 (Wht)
+In
Pin1313(Yel)
(Grn)
+In Pin
-In
Pin3131(Red)
(Wht)
-In Pin
Press Ch8
Temp
17
PressChCh9
+5 (use pin 15)

Gnd (use pin 11)
+5 (use pin 33)
Gnd (use pin 9)
0425051-4
Note: Unused Pressure Inputs must be grounded.

Note: Resistive Fuel Level Inputs may also be used to measure Digital signals.
0.120
0.060 **
0.160 **
0.120
0.090
0.090
0.120
** Caution:
Panel cutout is not equidistant
between mounting holes.
0.120
0.210
ELECTRONICS INTERNATIONAL INC.

DATE:
DRAWN BY:
APPVD. BY:
SCALE:
REV:
TOLERANCE:
P/N:
MATERIAL:
NEXT ASSEM:
TITLE:
51
D/N:
3.710
0.550
0.550
5.300
5.575
5.850
3.160
0.000
0.275
0.550
3.160
2.350
0.000
52
7.0
Troubleshooting
7.1 MVP or EDC Problem:
7.2 Pressure Problem with one Function:
7.3 Temperature Problem on all Channels:
7.4 Temperature Problem with one Function:
7.5 N1 or N2 Problem:
7.6 Fuel Flow Problem:
7.7 Amp Problem:
7.8 Resistive Fuel Level Problem:
7.9 Capacitive Fuel Level Problem:
7.10 Voltage Problem:
7.11 Annunciator Problem:
53
Troubleshooting the MVP system can be relatively simple. First the MVP must be powered-up. This requires
only a power and ground connection to the MVP. Next the EDC needs to be powered-up and communicating
with the MVP. Power and ground are supplied to the EDC on two wires and the EDC communicates with the
MVP on two RS422 wires. A "COM" error will be displayed if the EDC is not communicating with the EDC.
The rest of the system is made up of individual functions performing independently of each other. A problem
with a pressure channel will most likely be found in the connection to the transducer, the wire from the transducer to the EDC or the EDC connection. This same scenario is true for all the functions. Rarely is there any
problems with the EDC or MVP. In some cases the problem can be in the setup programming of the MVP.
7.1
MVP or EDC Problem:
The MVP and EDC require power and ground to operate. The EDC also requires two RS422 wires to communicate with the MVP. The EDC also supplies power to the Fuel Flow, Fuel Level, and Pressure Transducers. If
these power wires become shorted, the EDC operation will be affected.
A. Symptom: The MVP does not power up.
1. Problem: The Power or Ground wire is open or not connected properly.
a) Action: Measure the voltage on the power and ground wires. Ohm the ground wire to
ground. Look for a short.
B. Symptom: COM is displayed for the digital value for most functions. The EDC is not communicating with the MVP.
2. Problem: One of the EDC external +5 volt power supplies on the Bottom Connector is shorted to
ground.
a) Action: Remove the Bottom Connector. If the COM error goes away, look for a short on one
of the +5 volt wires.
3. Problem: The Power or Ground wire to the EDC is open or not connected properly.
a) Action: Measure the voltage on the appropriate EDC pins. Ohm the Black ground wire to
ground.
4. Problem: The EDC +10 volt or one of the +5 volt supplies on the Top Connector is shorted to
Ground.
b) Action: Measure the +10 volt and +5 volt supplies on the Top Connector. If one of the
voltages is low, use an ohmmeter to find the problem. If all wires ohm properly
(>100 ohms), the Power or Ground wire to the Top Connector may be open.
5. Problem: One of the RS422 wires from the EDC to the MVP may be open or reversed.
c) Action: Inspect the wires. Remove the connectors from the EDC and the MVP and check
for continuity and polarity. Reverse the wires and see if this fixes the problem. This
will not damage the EDC or the MVP.
55
C. Symptom: REF is displayed for the digital value for all temperature functions.
1. Problem: The Middle Connector on the EDC is loose or not connected. The Reference Diode on
pin 10 and 28 of the EDC Middle Connector is damaged. Note: Pin 28 should measure
0 volts and pin 10 should measure around .6 volts.
a) Action: Inspect the EDC Middle Connector and measure the voltage on pin 10 and 28.
D. Symptom: OVR is displayed for the digital value for a function.
2. Problem: If a channel on the EDC is over ranged (>2.5 volts between the + and - inputs), an
OVR will be displayed for that function. This can happen on a channel that is used to
monitor an Annunciator, Flap or Trim function. The max input voltage for any temperature or pressure channel is +5 volts to ground. The maximum differential voltage is 2.5
volts. The VI-221 is used to drop the voltage when measuring signals that switch from
ground to bus voltage.
a) Action: Measure the voltage on the EDC + and - inputs for the function with the problem.
7.2
Pressure Problem with one Function:
Pressure is measure on the aircraft with a pressure transducer. Power (+5 volts on the Red wire) and ground
(Black wire) is supplied to the transducer and a differential signal (proportional to the pressure) is supplied to
the EDC on the White and Green wires.
A. Symptom: Inaccurate, jumpy or zero reading.
1. Problem: One of the four wires from the Pressure Transducer to the EDC is open.
a) Action: Measure the voltage on each transducer wires at the Pressure Transducer. The
voltage on each wire is as follows: Red wire = +5 volts, Black wire = 0 volts, Green
wire = 1.65 volts and White wire = 1.65 volts.
Short the Green wire to the White wire and look for a zero pressure reading. If you
do not get a zero reading, you may have an open wire.
Ohm the Black, Green and White wires at the pressure transducer to ground. The
Black wire should be grounded, the Green and White wires should not.
7.3
Temperature Problem on all Channels:
Temperature is measured using a temperature probe with type K thermocouple (TC) wire. When the TC
junction in the tip of the probe is heated, a small signal (approx. 23 micro volts per F) is produced and monitored by the EDC on two extension wires. These extension wires must be maked of type K TC material.
When measuring temperature with TC material an ambient reference temperature must be provided. This is
done with a reference diode located on pins 10 and 28 of the EDC Middle Connector. The ambient temperature is added to the differential temperature measured by the TC junction.
56
A. Symptom: Inaccurate, jumpy or zero readings on all channels.

1. Problem: The Reference Diode on pin 10 and 28 of the EDC Middle Connector is damaged.
a) Action: Measure the voltage on the Reference Diode. Pin 28 = 0 volts and pin 10 = approx.
0.6 volts.
2. Problem: One of the temperature input channels is over voltaged. This can happen on a channel
that is used to monitor an Annunciator, Flap or Trim function. The max input voltage
for any temperature or pressure channel is +5 volts. The VI-221 is used to drop the
voltage when measuring signals that switch from ground to bus voltage.
a) Action: Measure the voltage on each of the temperature channels.
7.4
Temperature Problem with one Function:
Temperature is measured on the aircraft using a temperature probe with type K thermocouple (TC) wire. When
the TC junction in the tip of the probe is heated, a small signal (approx. 23 micro volts per F) is produce and
monitored by the EDC on two extension wires. These extension wires must be make of type K TC material.
When measuring temperature with TC material an ambient reference temperature must be provided. This is
done with a reference diode located on pins 10 and 28 of the EDC Middle Connector. The ambient temperature is added to the differential temperature measured by the TC junction.
1. Problem: One of the two wires from the Temperature Probe to the EDC is open or shorted to
ground.
a) Action: Remove the extension cable from the probe. Ohm both wires to ground. Each wire
should measure 12.1K ohms to ground.
2. Problem: The temperature probe has a problem.
a) Action: Ohm between the two leads of the temperature probe. You should get a short (<10
ohms)
Ohm one lead of the probe to ground. You should get an open (> 100K ohms).
7.5
N1 or N2 RPM Problem:
An N1 or N2 Tach Generator produces a sine wave at a frequency equal to the RPM of the engine. The
voltage level of the sine wave is very low at low RPM and can be above 20 volts at high RPM. The signal is
generated from a coil inside the unit. Most Tach Generators have three coils and one end of each of the coils is
tied together as a common. On some Tach Generators the common ends of the coils are grounded. The EDC
only need a signal from one coil. In this case, one pin on the Tach Gen should be routed to the RPM input on
the EDC.
57
Some Tach Generators have the common ends of the coils open. In this case one end of a coil should be
grounded and the other end routed to the RPM input on the EDC.
1. Problem: Improper connection to the coil.
a) Action: Ohm the Tach Gen. pin connected to the EDC with respect to ground. It should
measure between 10 and 50 ohms. If this pin is open, you may not be grounding
the other end of the coil. Also, it's not uncommon to have a bad coil. In this case
you can select another pin (coil) on the Tach Gen. to connect to the EDC.
b) Action: The Tach Gen. can be removed from the engine and spun with a drill (be sure the
Tach Gen is grounded to the same ground as the EDC. You should see a reading
around 10 to 20%. Normally, 4200 RPM = 100% reading.
c) Action: The Tach Gen. can be removed from the engine and spun with a drill (be sure the
Tach Gen is grounded to the same ground as the EDC. You should see a reading
around 10 to 20%. Normally, 4200 RPM = 100% reading.
2. Problem: Wrong calibration data.
a) Action: Check the calibration numbers on the "Engine Data, Hour Meters and Flight Timer
Setup" screen.
7.6
Fuel Flow Problem:
Fuel Flow is measured using a Flow Transducer. Power (+10 volts on the Red wire) and ground (Black wire) is
supplied to the transducer from the EDC. A rotor in the transducer spins and produces pulses (0 to +5 volts) on
the White wire. The +5 volts portion of the pulse on the White wire comes from a pull-up resistor in the EDC.
The K-factor found in the Add Fuel screen calibrates the pulses to a flow rate.
A. Symptom: Inaccurate readings.
1. Problem: The K-factor is incorrect.
a) Action: Check that the K-factor (found in the Add Fuel screen) is correct for the transducer installed in the aircraft (FT-60 red cube = 68,000, FT-90 gold cube = 33,800
and the FT-180 black cube = 22,400).
B. Symptom: Inaccurate, jumpy or zero reading.
1. Problem: A wire is open, shorted or mis-wired.
a) Action: Measure the voltage on the transducer wires from the EDC at the Flow Transducer.
The Red lead = +10 volts, Black wire = 0 volts, White wire = + 5 volts with the
White wire removed from the flow transducer.
Ohm the Black wire to ground. The Black wire must be shorted to ground (< 10
ohms).
58
Rapidly tap the White transducer wire to ground. A small fuel flow reading should
show on the MVP.
2. Problem: The rotor in the Fuel Flow Transducer is blocked.
a) Action: Remove the Flow Transducer from the aircraft. Lightly blow into the transducer and
check for the rotor to spin freely. Check for a Fuel Flow reading on the MVP when
the rotor is spinning.
If the rotor in the Flow Transducer does not spin, hold the transducer over white
paper and tap at all angles. Debris can lodge in the transducer and block the rotor.
7.7
Amp Problem:
Amps are measured on the aircraft using a Shunt. A Shunt has very low resistance and produces a differential
voltage on the two signal wires connected to the Shunt. The differential voltage is proportional to the amperage flowing through the Shunt (50 mV at 50 Amps for the S-50 Shunt). In series with the two signal wires are
two fuses to protect the wires form catching fire in case of a short. These fuses should be located a short
distance from the Shunt. The wires are then routed to the EDC Amp input.
1. Problem: A wire, fuse or fuse connection is open, shorted or mis-wired.
a) Action: Remove one of the signal wires on the Shunt and connect it to the other signal wire.
This will short the two signal wires together. The MVP should read 0.0 amps. A
common problem is with the fuses or fuse holders in line with each Amp signal wire
from the Shunt to the EDC. The fuses should be located a short distance from the
shunt. Inspect the wires, fuses and fuse holders.
7.8
Resistive Fuel Level Problem:
Fuel can be measured in a fuel tank using a Resistive Float Sensor. The sensor must be connected to a RFLM
(Resistive Fuel Level Module). This module provides a pull-up resistor to produce a voltage as the float
changes resistance with changes in the fuel level. A signal wire connects the float to the RFLM and a wire
connects the RFLM to the EDC. The RFLM requires bus voltage to provide the pull-up.
As the float sensor arm moves up, the resistance will change, creating a higher or lower voltage (depending on
the float type) on the signal wire. The EDC monitors the signal and produces a digital value (called sensor
counts) based on the signal voltage. The sensor counts can be viewed in the Fuel Tank Calibration screen.
The sensor counts are then converted to a fuel level based on the calibration data in the Fuel Tank Calibration screen.
Resistive floats are notoriously inaccurate and inconsistent. Floats move up and down millions of time during
their lives. They can move even when the aircraft is parked. The metal-to-metal contact of the wiper to the
coil wears and corrodes. The wiper force weakens. The bearing surfaces wear. Its not uncommon to find
even new floats that work poorly. The MVP can calibrate out nonlinearity, but inconsistency will always cause
reading problems. It will cause you to perform the fuel tank calibration procedure over and over with little or
no long-term improvement. Consider using a capacitive probe or our magnetic float sensor if at all possible.
59

1. Problem: The RFLM is mis-wired.
a) Action: Remove the signal wire to the Resistive Float. Check for a very high (or low,
depending on the float type) sensor count in the Fuel Tank Calibration screen. Be
sure you are displaying the data for the correct tank.
The voltage on the open signal wire should measure bus voltage.
Short the signal wire to ground. Check the sensor counts go to a low (or high,
depending on the float type) reading.
2. Problem: The Resistive Float does not operate properly.
a) Action: With the signal wire remove, measure the resistance of the float. This should not be
done with a full or empty tank but somewhere in-between. Record the resistance
reading and the variations. Lift the wing and allow it to return to its original position. Record the resistance reading and the variations. This test can be done at
different fuel levels. If the resistance value does not return to its original value, you
may have a defective Resistive Float.
B. Symptom: The sensor counts decrease as you add fuel.
1. Problem: The probe selected in the 1. EDC Input to Function Mapping screen is the wrong
probe.
a) Action: Check the Probe selected in the 1. EDC Input to Function Mapping screen. The
RFLM-4 H=F probe should be used on Resistive Floats where high resistance =
full tank readings and the RFLM-4 L=F probe should be used on Resistive Floats
where low resistance = full tank readings.
7.9
Capacitive Fuel Level Problem:
Fuel can be measured in a fuel tank using a Capacitive Fuel Probe. The Electronics International P-300 Capacitive Fuel Probe connects to an IMC (Interface Module), located near the probe, and to the EDC through
three wires. Power (+5 volts) is supplied on the Red wire, ground is supplied on the Black wire and the fuel
level signal (a 0 to +5 volt square wave) is on the White wire.
As the fuel level in the tank increases the capacitance of the probe increases. The IMC Module converts the
capacitance to a frequency. The higher the fuel level, the lower the frequency of the square wave on the White
wire.
The EDC monitors the signal and produces a digital value (called sensor counts) based on the signal frequency.
The sensor counts can be viewed in the Fuel Tank Calibration screen. The sensor counts are then converted
to a fuel level based on the calibration data in the Fuel Tank Calibration screen.
A. Symptom: An Err
Err
Err is displayed for the digital value. Also, you may have an inaccurate, jumpy or
zero reading.
60
1. Problem: The IMC is mis-wired.

a) Action: Measure the voltage on the three wires at the IMC Module (Red wire = +5 volts,
Black wire = ground, White wire = +2.5 volts).
Remove the Red wire from the IMC module and check the sensor counts on the
Fuel Tank Calibration screen increase. Be sure you are displaying the data for the
correct tank.
Touch the wires between the IMC Module and the probe and check that the sensor
counts increase.
2. Problem: The P-300 Fuel Probe is shorted or there is water or contamination in the tank.
a) Action: Remove the wire from the IMC Module to the center terminal of the P-300 probe.
Ohm the center terminal of the P-300 probe to ground. Check for > 10 M Ohms.
Remove the probe from the tank to resolve any issues.
7.10 Voltage Problem:

Bus voltage is measured on EDC pin 35 of the top connector.
1. Problem: Pin 35 on the EDC top connector is mis-wired.
a) Action: Measure the voltage on pin 35 (look for bus voltage).
7.11
Annunciator Problem:
An Annunciator, displayed on the MVP screen, is monitored with a temperature or resistive fuel level channel
on the EDC. The voltage into a temperature channel must be limited to 2.5 volts. When measuring voltages
above +2.5 volts a VI-221 Module should be used in series with the temperature channel to drop the voltage to
an acceptable level. The voltage into a resistive fuel level channel should be limited to 18 volts.
An Annunciator will be one color for a low voltage and another color a high voltage. The colors are set in the
4. Redlines, Limits and Color Setup screen. Note: The color white will be displayed as black or off. You
can also set the trip level at which the Annunciator changes color. The trip level is displayed in sensor counts
so you will need to get a sensor count reading with the Annunciator on and then off. Set the trip level between
the on and off value.
A. Symptom: The Annunciator is not changing colors.
1. Problem: Mis-wired.
a) Action: Check that the voltage on the appropriate EDC pin changes from high to low and
back to high as the Annunciator is cycled.
61
2. Problem: The MVP is set up incorrectly.

a) Action: Check the "Start" and "End" setting in the 4. Redlines, Limits and Color Setup
screen.
Check the probe selected in the 1. EDC Input to Function Mapping screen is
"Volts 0-2.5."
62
8.0
Technical Data
Specifications, Functions and Features
DO-160 Evironmental Qualification Form
63

0425052
Rev. D: 12/31/08
Models: MVP-50P, MVP-50T, EDC-33P and EDC-33T-XX
MVP-50P and MVP-50T

Weight: 1.9 Lbs.
Environmental: Designed and Tested to TSO (DO-160E, See Enviornmental Qualification Form)
Software: Designed and Documented to TSO (DO-178B, Level C)
Minimum Performance Standards: TSO-C43c, TSO-C44c, TSO-C45b, TSO-C47a, TSO-C48,
TSO-49b and TSO-C55a.
Power Requirements: 7.5 to 30 Volts, 0.3 amps @ 24V (Typ), 0.6 amps @ 12 Volts (Typ).
USB Port: For USB Memory Stick use only.
Display: Active Matrix TFT, 262,144 colors, Sunlight readable
Backlight: Internal electric eye and external control line.
EDC-33P and EDC-33T
Weight: 1.0 Lb
Environmental: Designed and Tested to TSO (DO-160E, See Enviornmental Qualification Form)
Software: Designed and Documented to TSO (DO-178B, Level C)
Power Requirements: 7.5 to 30 Volts, 0.1 amps (Typ).
Accuracy all Functions: < 1% (Unless otherwise noted)
Input Configuration: EDC-33P; 1-Volt Channel, 1-Amp Channel, 1-Fuel Flow Channel,
6-Pressure Channels, 17-Temp Channels, 4-Resistive Fuel Level
Channels, 4-Capacitive Fuel Level Channels and 2-RPM Channels.
EDC-33T-XX; 1-Volt Channel, 1-Amp Channel, 1-Fuel Flow Channel,
9-Pressure Channels, 13-Temp Channels, 4-Resistive Fuel Level
Channels or 4-Capacitive Fuel Level Channels and 2-RPM Channels.
Note: Temp and Fuel Level channels can be used to monitor other functions or
annunciators.
Page 1 of 8

Continued
Volts:
Measured on pin 35 of the EDC Top Connector.
Input Resistance: 83.8K Ohms
Range: 0 to 40 volts.
Sensitivity: 6400 counts per volt.
Note: A VI-221 or FM-VA-MVP-xx may be used to measure Voltage on any temperature channel.
Amps:
Common Mode Input Resistance: > 10 M Ohms
Diff. Input Ressitance: 10K Ohms
Differential Input: + 2.5V to -.2V
Common Mode: +/- 90 Volt to ground
Sensitivity: 9.537uV per count.
Note: An FM-VA-MVP-xx module may be used to measure Voltage and Amps on any two temp
channels.
Fuel Flow:
Input Configuration: 5.11K Ohm pull-up to +5 Volts
Input Trigger: 2.5 Volt with over voltage protection.
Operating Range: 0 to 8.3 KHz.

Sensitivity: One count per pulse measure over a 0.356 second period.
Notes:
* +10 Volts are provided from the EDC to energize the flow transducer.
* An FFDM-1-MVP module may be used to accommodate fuel return from
a pressure carburetor.
* A FM-Flow-P module may be used to measure flow from a pulsed injector.
RPM, Piston (EDC-33P):
Two RPM channels are available. May be configured for digital or mag pickup. Also, may be set up to
operate from one or two inputs. Selectable jumpers and different EDC models accommodate 2, 4, 6, 8,
etc. cylinder engines. Inputs are over voltage protected. Mag Out feature provided.
Input Trigger: +3V / -1V
Input Resistance: 2.06K with 1 volt pull up.
Max RPM (EDC-33P-4/6): 4500, see Appendix for information on high RPM EDC units.
Sensitivity (EDC-33P-4/6): 20 counts per RPM
Notes: A 79K isolation resistor (supplied in the kit) must be put in series with the input when measuring
signal from mags.
Page 2 of 8
Functions, Features and Specifications

Continued
RPM, Turboprop:
Two RPM channels are available to measure N1, N2, Ng, Nh, Hp, Hl or other turboprop RPM functions. The Engine Data, Ports, Timers, etc. Setup screen provides data to calibrate these RPM values
for a given tach generator output.
EDC-33T (Both RPM Channels):
Input Trigger: +.39V / 0V (Hysteresis)
Input Resistance: 20K ohms
Max RPM: 125 Hz.
Sensitivity: 772.52 sensor counts per Hz.
Accuracy: <= .5%
EDC-33T-H1:
Ch 1, Rotor:
Max RPM: 260 Hz.
Sensitivity: 372 sensor counts per Hz.
Accuracy: <= .5%
Ch 2, N1
Max RPM: 6140 Hz.
Accuracy: <= .5%
EDC-33T-W (Both RPM Channels):
Input Resistance: >1M ohm
Max RPM: 10.2K Hz.
Accuracy: <= .5%
Pressure:
Input: 0 to 2.5 Volts Differential
Input Resistance: > 20M Ohms
Common Mode Range on the Input: + 4 Volts to -.2 Volts (from ground).
+5 Volt and Ground provided to energize the pressure transducer.
Sensitivity: Ratiometric to the EDC +5 Volt supply (9.537uV x (5/(voltage of the EDC +5V supply)))
Notes: Many pressure transducers are available to monitor many different functions. See EI price sheet
for a list of pressure transducers available.
Page 3 of 8

Continued
Temperature:
Input Range: 0 to 2.5 Volts Differential
Input Resistance: 12.1K Ohms on each input to ground
Sensitivity: 9.537uV per count.
Notes:
* Any Temp Channel may be used to measure any thermocouple probe or any device outputting a
voltage. In this way many different types of function may be monitored through a temperature channel.
See EI price sheet for a list of modules available.
* A Reference junction is provided to accommodate TC probes. Temp channel 8 is closest to the Ref
Diode and is best used for measuring OAT.
Resistive Fuel Level:
The resistive and capacitive inputs share channels. Only one input type should be used per channel.
Input Range: 0 to 18 Volts single-ended input.
Input Resistance: 14.4K Ohms.
Sensitivity: .07169mV per count when set for non ratiometric measurement.
Notes:
* The Resistive Fuel Level inputs may be used to monitor other functions or annunciators.
* When monitoring a resistive probe a RFLM-4-12 or -24 module will be required (see EI price sheet).
Also, measurements are made ratiometric to the bus voltage.
Capacitive Fuel Level:
The resistive and capacitive inputs share channels. Only one input type should be used per channel.
Input Trigger Level: 2.1 Volts
Frequency Range: 0 to 6 KHz.
Input Resistance: 33.2K Ohms
Sensitivity: 14 counts per Hz..
Notes: The Capacitive Fuel Level inputs may be used to monitor other functions.
OAT and IAT:
OAT will be displayed as Corrected OAT when the following is true:
1. Pressure Alt is provided.

2. Airspeed is provided
3. Recovery Factor is set > 0.0
Page 4 of 8

Continued
Pressure Altitude:
Pressure Altitude is calculated from the input of a PT-30ALT transducer by means of a lookup table
entered in the Pressure Altitude Calibration screen. Also, this screen provides a temperature compensation value specific for an individual transducer. The normal value is 35. Note: A NACA 2nd order
polynomial interpolation is used between calibration points.
VSI:
VSI calculations are derived from averaging changes in altitude over time. If the altitude function is
selected, VSI will be available.
Airspeed (indicated airspeed) and TAS:
Airspeed calculations are based on a NASA equation. True Airspeed will be displayed when the following is true:
1. Pressure Alt is provided.
2. OAT is provided
Notes: If Indicated Air Speed is required in the place of TAS, select IAT function to be displayed.
Recovery Factor:
Recovery Factor is used to calculate Corrected OAT and True Airspeed (TAS). The Recovery Factor
compensates for airspeed, altitude, OAT probe design and OAT probe placement. The setting is between 0 and 1.99, with 1.0 being the average setting for most configurations. The Recovery Factor is set
to produce no change in the OAT between slow flight and fast cruise.
Horsepower (MVP-50P):
Horsepower is based on the RPM, MP, EGT, Altitude and a Calibration Factor. Reference values are
entered into the Horsepower Calibration screen.
Horsepower (MVP-50T):
Horsepower is based on (Np x Torque) / Calibration Factor. The Calibration Factor is entered in the
Engine Data, .... Setup screen.
Torque (MVP-50T):
Torque is measured via an EI pressure transducer. Torque can be displayed as pressure or a percentage.
The Engine Data .... Setup screen is used to calibrate Torque.
Shock Cooling (MVP-50P):
The Shock Cooling rate is calculated from the CHT readings for each cylinder. The highest Shock
Cooling value is displayed.
Page 5 of 8

Continued
Bar Graph (Lean Operating Mode, MVP-50P):
Once the Lean Operating Mode (LOP or ROP) is entered, an EGT must drop 3F below its current
peak to display a Peak Marker. If the EGT for a channel that has reached peak increases 3F above its
current peak, the Peak Marker will be turned off and a new peak will be established (this is a false peak).
In the Lean ROP mode only the first EGT channel to reach peak will display a Peak Marker. In the LOP
mode every EGT channel that reaches peak will display a Peak Marker.
Bar Graph (EGT Max Limit Line, MVP-50P):
If the following conditions are met, an EGT Red Max Limit Line will be drawn:
1. The Cylinder field in the EGT/CHT Bar Graph Limits and Color Setup screen must be set to
ALL for the EGT function.
2. The To value in the Display Operating Range field must be set to the same value as the Red
Limit for the EGTs. Note: This is the same value found on the Bar Graph Setup screen High EGT
Range field.
If these conditions are NOT met, the EGT Max Limit Line will be shown in gray.
Bar Graph (CHT Max Limit Line, MVP-50P):
If the following conditions are met, a CHT Red Max Limit Line will be drawn:
1. The Cylinder field in the EGT/CHT Bar Graph Limits and Color Setup screen must be set to
ALL for the CHT function.
2. The To value in the Display Operating Range field must be set to the same value as the Red
Limit for the CHTs.
If these conditions are NOT met, the CHT Max Limit Line will be shown in gray.
Gear Position, Unsafe Indicator and Gear Warning:
The Gear Position and Unsafe Indicator shown on the MVP System Screen is intended as a backup to
the aircrafts existing system. The Gear Warning operates off the Gear Position, Unsafe Indicator, Airspeed and Manifold Pressure. The Gear Warning provides a valuable feature (voice warning) for eliminating gear up landings.
Unsafe Indicator: Operates from an unsafe signal from the aircraft. Displays as either Red or off on the
MVP.
Landing Gear Position: There are three options for interfacing the EDC to the aircrafts gear system.
Option 1: Connect the EDC to the aircrafts Right, Left and Nose Gear green down lights. The state
of each gear will be displayed independently on the MVP. Select Gear Left, RT and Nose for the
probes in Configuration Screen #1. This configuration requires three EDC inputs.
Page 6 of 8

Continued
Option 2: Connect the EDC to the aircrafts Nose Gear green down light. The state of all three gears
will be displayed on the MVP based on the Nose Gears state. Select Gear All for the probe in
Configuration Screen #1. This configuration requires one EDC input.
Option 3: Use this option to display only the Left and Right Main Gears (no Nose Gear) from a single
input. Select Gear Main for the probe in Configuration Screen #1. This configuration requires one
EDC input.
Note: When setting colors use Green for down and White for up, Red will cause an error.
Gear Up Warning: To provide a Gear Warning, the MVP must be monitoring Gear Position, Airspeed
and Manifold pressure. A voice warning is activated on the following logic:
(Any Gear is up -OR- the Unsafe Indicator is on) -AND- Airspeed is less than a set value -ANDManifold Pressure is less than a set value.
Note: See the Aircraft Number, Gear Warning and TAS Setup screen to set values.
Flaps:
Analog input signals are calibrated using the Flaps, Trim and Special Function Calibration screen.
Annunciators:
The MVP-50x will display annunciators activated by digital input signals routed into a Temp or Resistive
Fuel Level channel on the EDC. An annunciator for landing lights, nav lights, boost pump, door or
canopy latch, deicing, warning indications, chip detect, door seals, bleed air, step status, FADEC outputs, ignition status, faults, ATR, switch settings and many more status indications may be displayed on
the MVP-50x.
Date, Local Time and Zulu Time:
When the MVP is off, these functions are kept alive via the MVP's backup battery.
Engine Hours and Tach Time (MVP-50P):
Engine Hours signify the time the engine has been operating (RPM above 350). Tach Time is the time the
engine was operated above 1190 RPM. When the MVP is off, these functions are keep alive via the
backup battery. In order to protect from loosing these values (in case of a battery failure), values are
saved to Flash Memory at the end of each flight.
Engine Hours and # Cycles (MVP-50T):
Engine Hours signify the time the engine has been operating above an N1 setting. The number of Cycles
increments when N1 goes above a setting and arms for the next count when N1 drops below a setting.
These settings can be found in the Engine Data ..... Setup screen.
Flight Timer (MVP-50P):
The Flight Timer automatically starts when the RPM goes above a Start setting and stops when the RPM
goes below a Stop setting. These settings can be found in the Engine Data ..... Setup screen.
Page 7 of 8

Continued
Flight Timer (MVP-50T):

The Flight Timer automatically starts when the N1 goes above a Start setting and stops when the N1
goes below a Stop setting. These settings can be found in the Engine Data ..... Setup screen.
Some Error Messages COM - If communication is lost with the EDC, after 5 seconds all functions requiring signals from the
EDC will display EDC for its value and an Error Message Box will be displayed.
A-D - If the EDC sends an error message for a specific channel, the function associated with that
channel (on the MVP) will display A-D for the value.
OVR - If a channel on the EDC is over ranged (>2.5 volts differential), an OVR will be displayed
for that function.
Err - If a capacitance fuel probe is unplugged, the fuel level will be displayed as Err.
REF - If the reference for any function has a problem or a derived value used to calculate the function
has a problem, the display for the function will show REF.
Error Box (Compact Flash Error Message) - If the MVP detects a problem with the compact flash,
an Error Box will be displayed.
Error Box (Dead Battery Error Message) - If the internal battery dies, an Error Box will be displayed.
Other - Other error messages are self explanatory.
Page 8 of 8
DO-160
Environmental Qualification Form
0210081
Nomenclature: Multi Function Engine and Aircraft System Monitor
Models: MVP-50P-(X) MVP-50T-(X), EDC-33P-(X), EDC-33T-(X)
Note: (X) represents the instrument configuration for a specific aircraft,
helicopter or blimp make and model.
Specifications: Document # 0425052 (can be found in the Installation Instructions)
Manufacture: Electronics International Inc.
63296 Powell Butte Hwy
Bend, OR 97701
Test Requirements: DO-160E
Changes: 1, 2 and 3
Conditions
Temperature and Altitude
Section
4
Description of Tests Conducted

Tested to Category D1:
Operating Temp: -200C to +550C
Short Time Low Temp: -400C
Short Time High Temp: +700C
Ground Survival Low Temp: -550C
Ground Survival High Temp: +850C
In-Flight Loss of Cooling: N/A
Altitude: 50,000 feet
Decompression: 8,000 to 50,000 feet
Overpressure: -15,000 feet
Temperature Variation
Tested to Category C: 20C/min
Humidity
Tested to Category A: Standard
Operational Shock and Crash

Safety
Tested to Category B Type 5R:

Operational - 6 gs at 11ms and 20ms
Impulse - 20 gs at 11ms and 20ms
Sustained - 20 gs for 3 sec.
Vibration
Tested to Categories S, R and U, Curves M,

B, B1 and G.
Covers Fixed Wing: Reciprocating,
turboprop, turbojet, turbofan and propfan
(all subsonic, supersonic and multi
engine).
Covers Helicopters: Reciprocating and
turbojet. Unknown rotor frequency testing
was performed.
Note: There were no changes in critical
frequencies noted during any test.
Explosive Atmosphere
Waterproofness
Fluids Susceptibility
Sand and Dust
Fungus
Salt Fog Test
9
10
11
12
13
14
Category X:
Category X:
Category X:
Category X:
Category X:
Category X:
No test performed.
No test performed.
No test performed.
No test performed.
No test performed.
No test performed.
Magnetic Effect
15
Tested to Category Z: Less than .3m
Power Input
16
Tested to Category Z: 12 and 24 volts.

Allows use in all types of aircraft.
Voltage Spike
17
Tested to Category A: High degree of

protection is provided.
Audio Frequency
Susceptibility
18
Tested to Category Z: Allows use in all

types of aircraft.
Induced Signal Susceptibility
19
Tested to Category ZC: High level of

interference-free operation exhibited.
Radio Frequency
Susceptibility
20
Tested to Category A: External HIRF levels.

Shielded cables in and out of the MVP must
be used for category H.
Radio Frequency Emission
21
Tested to Category M: Suitable for transport

aircraft.
Lightning Induced Transient

Susceptibility
22
Tested to Category B2XXX.
Lightning Direct Effects
23
Category X: No test performed.
Icing
24
Category X: No test performed.
Electrostatic Discharge
25
Category A.
Fire, Flammability
26
Tested to Category C: Flammability
A
Appendix
A1.0 Connecting an EDC Input to a Custom Probe
A2.0 Connecting a Second EDC to the MVP
A1.0 Appendix
Connecting an EDC Input to a Custom Probe
There are five steps to connecting a Custom Probe to an EDC Input, associating it with a Function and displaying
that Function on the MVP.
1. Connecting a Custom Probe to an EDC Input:

The EDC Temperature, Pressure and Fuel Level Inputs can be interfaced to almost any type of probe. When
connecting a Custom Probe to an EDC input you may need to use a resistive voltage divider to keep the output of
the Custom Probe within the voltage range of the EDC input. The specifications for each of the available EDC
Inputs are listed below.
EDC Temperature Input:
Type: Differential Voltage (a plus and minus input is provided).

A single ended input may be used.
Voltage Range: 0 to 2.5 Volts
Common Mode Voltage Range: 0 to 4 Volts
Resolution: 9.537 uV per Count
Maximum Counts Available: 262,143
Input impedance: 12.1K Ohms to ground (each input)
Differential impedance: 24.2K Ohms
EDC Pressure Input:
Type: Differential Voltage (a plus and minus input is provided).

The input voltage must have a ground reference.
Common Mode Range: 0 to 4 Volts
Resolution: 9.537 uV per Count
Input impedance: > 20M Ohms.
Differential impedance: > 50 M Ohms
EDC Resistive Fuel Level Input:
Type: Single Positive Voltage Input.

Resolution: 0.07169 mV per Count
Input impedance: 14.4K Ohms
Page 1 of 3
EDC Capacitive Fuel Level Input:
Type: Frequency Input

Freq. Range: 0 to 6K Hz.
Resolution: Approx. 14 counts per Hz.
Maximum Counts Available: Approx 98,000
Trigger Level: 2.1 Volts
Input impedance: 33.2K Ohms
2. Assign a Function to the EDC Input:

A Function must be assigned to the EDC input connected to the Custom Probe. Functions are assigned in the 1.
EDC Input to Function Mapping screen on the MVP-50. Function Names and Display Units are hard coded
into the MVP and cannot be changed.
Navigating to the 1. EDC Input to Function Mapping screen.
Start with the Main Enginescreen, push the MENU button.
Select System Configuration Menu.
Select 1. EDC Input to Function Mapping screen.
3. Assign a Probe to the Selected Function:

A Software Probe must be assigned to the Function associated with the Custom Probe. Software Probes are
assigned in the 1. EDC Input to Function Mapping screen on the MVP-50. When you assign a Software
Probe to a Function you are setting a series of calibration parameters that will be applied to the signal received from
the Custom Probe. There are two Software Probes that may be used for most Custom Functions.
Volts 0-2.5 - Use this Software Probe when the output signal from the Custom Probe is a variable voltage
(from 0 to 2.5 volts or less) and the signal voltage does not change with bus voltage.
Res 0-2.5V - Use this Software Probe when the output signal from the Custom Probe is a variable voltage
(from 0 to 2.5 volts or less) and the signal voltage changes with bus voltage. This would be the case for a
resistor divider network connected to the aircraft bus. The "Res 0-2.5V" Software Probe provides a
radiometric calculation referencing the bus voltage.
4. Calibrate the MVP to the Custom Probe:

The signal from the Custom Probe must be calibrated in order to produce a proper reading. The 5. EDC Input
Cal screen provides calibration parameters that may used to calibrate the signal from the Custom Probe.
Navigating to the 5. EDC Input Cal screen.
Select 4. EDC Input Cal screen.
Page 2 of 3
5. Assign Color Ranges and Limits to the Selected Function:

You may set color ranges and limits for the selected Function. The "4. Redlines, Limits and Color Setup" screen
provides the necessary parameters.
Navigating to the 4. Redlines, Limits and Color Setup screen.
Select 4. Redlines, Limits and Color Setup screen.
Page 3 of 3
A2.0 Appendix:
Connecting a Second EDC to the MVP
A second EDC (Engine Data Coverter) may be connected to the MVP-50 in order to increase the
number of analog input to over 60. The primary EDC must already be installed per the MVP-50
installation instructions. The secondary and the primary EDC's are identical units.
Primary EDC (Required)
Top Connector
Pin 36 (Wht)
Pin 18 (Wht/Grn)
Pin 12
Pin 13
25-pin D-sub
Connector
Secondary EDC (Optional)
1.
MVP-50
Top Connector
Pin 11
Pin 18 (Wht/Grn)
Note: Do not connect the
white wire (pin 36) of this
EDC to the MVP.
Mount the Second EDC:
Mount the second EDC to the inside firewall or in an equipment bay under the aircraft instrument panel. Use
the holes in the bottom plate of the EDC to mount the unit. Be sure you will have enough room to connect the
three D-sub connector wire harnesses to the EDC.
2.
Install the Transducers (Sold Separately):
Find an appropriate location for each of the transducers you are connecting, and mount them following the
MVP-50 installation instructions.
3.
Install the EDC Wire Harness and Route the Transducer Extension Wires:
When routing the EDC wire harnesses refer to the Top, Middle and Bottom "EDC Wiring Work Sheets" found
at the back of the MVP Installation Instruction Manual. The pin designations for the wiring harnesses on the
secondary EDC are exactly the same as on the primary EDC. Follow the MVP-50 installation instructions
when connecting the wires from the secondary EDC wire harness to any transducers. Tie wrap all wires so
they do not obstruct the freedom of travel of any controls.
4.
Route the Power and Ground Wires to the Secondary EDC Wiring Harness:
Route the power wire (Top Connector, pin 37, Red Wire) to the MVP/EDC 5-amp circuit breaker. Route the
ground wire (Top Connector, pin19, Black Wire) to the aircraft ground. Tie wrap all wires so they do not
obstruct the freedom of travel of any controls.
5.
Route the EDC RS422 Wire to the MVP Connector:
Route the secondary EDC RS422+A Pin 18 white/green wire to pin 11 (Port3, RS232In) of the MVP 25-pin Dsub connector. Do not connect the secondary EDC RS422-B white wire to the MVP.
6.
Configure the MVP to Receive the Second EDC Input:
Power up the MVP and use the buttons to navigate to the "Engine Data, Ports, Timers, etc. Setup" screen from
the "System Configuration Screens Menu." Scroll down to the line that reads "Port3 RS232 Input/Output/
Baud:" and select "EDC#2/OFF/19200." Your MVP must be running software with an ID of 2.x.x or greater to
use the second EDC.
7.
Input Ambient Temp Calibration Data for the Second EDC:
Naviguate to the "5. EDC Input Cal." screen found in the System Configuration Screens Menu. Change the
"Input" line to "Temp Comp 2." Scroll to the "Reset values back to factory defaults" line found at the bottom
of the screen and select "Yes." Next, Scroll to "Offset" and set its value to the value written on the middle
connector that came with the second EDC. Your Done.

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Glass Panel Engine Monitor

5.55" W x 5.15" H x 2.4" D

Electronics International Inc.

Fuel Level Accuracy Limitations:

Important Fuel Level Considerations:

1.2 Operational Overview

1.3 Installation Overview

1.4 Password Protection ----------------------------------------------------------------------------

1.4.1 Level #1 Password (Maintenance): ------------------------------------------------ 7

8.0 Technical Data ------------------------------------------------------------------------------------- 63

More On Next Page

1.2 Operational Overview:

Level #1 Password (Maintenance):

Level #2 Password (OEM/Experimental):

1.1.4 Wiring & Extension Cables:

1.2 Operational Overview:

1.3 Installation Overview:

B. Probes and Transducers are installed.

1.4 Password Protection:

Level #1 Password (Maintenance):

Level #2 Password (OEM/Experimental):

2.1 Important Information and Initial Checkout:

Review the "EDC Wiring Work Sheets:"

Install the Pressure Transducers:

2.7 Install the Interface Circuit for Annunciators (OEM/Experimental):

2.1 Important Information and Initial Check Out:

A certified MVP lists the applicable

2.2 Review the "EDC Wiring Work Sheets:"

2.4 Installing the MVP Display:

2.5 Install the Temperature Probes:

P-120 Oil Temp Probe, 5/8" -18,

B. OAT Probe Installation:

C. Other Temperature Probe Installation:

2.6 Install the Pressure Transducers:

Install only the Pressure Transducers applicable for your

1/8 NPT Male

B. Oil Pressure Transducer Installation:

with the clamp provided. Do not mount the

C. Fuel Pressure Transducer Installation:

Do not mount the pressure transducer to an

Connect the aircraft gyro vacuum line to the

Gyro Vacuum Line

The PT-05Diff, Pressure

E. Airspeed Transducer Installation (OEM/Experimental):

Connect the aircraft static line (airspeed) line

.170" ID Flexible Tube

G. Other Pressure Transducer Installations:

2.7 Install the Interface Circuit for Annunciators (OEM/Experimental):

B. Monitoring a Signal that is Switched to Ground:

If a Load does not exist,

Light, Horn, etc.

Gear and Unsafe Interface Circuit

Gear or Unsafe Light

2.10 Install the CO Gaurdian CO Detector (OEM/Experimental):

2.11 Install the Shunt:

2.12 Install the Fuel Flow Transducer:

NOTE: The Stratoflex teflon hose can be much more flexible

2.13 Install the P-300C Fuel Level Probes:

2.14 Install the P-300M Magnetic Fuel Level Sender: