Ratherbflying

Don, this is actually part of your checkride exam. He's trying to determine if you are susceptible to bullsh*t. Any time anyone tells you something is a viloation of the regs, a thinking pilot insists that the claimant say which regs. They are all numbered for easy use. Don't believe it unless you read it in the FAR yourself.

Yes, and I think they got their picture from this EI page: http://buy-ei.com/portfolio/cgr-30c-pricing-and-options/ But the picture contradicts this statement in the Continued Airworthiness doc: "The CGR-30P incorporates two arcs at the top of the display, a bargraph display for monitoring EGTs & CHTs and strip gages for other functions. The CGR-30C only displays strip gages." Doesn't add up. I think the marketing guys got ahead of the product development guys at EI.

After reading more, it looks like EIs doc and specifications are works-in-progress. From their ICA doc: "The CGR-30P and CGR-30C systems are identical in hardware, installation and maintenance. The difference between the two models is the configuration of the user screens. The CGR-30P incorporates two arcs at the top of the display, a bargraph display for monitoring EGTs & CHTs and strip gages for other functions. The CGR-30C only displays strip gages."

Looks like the C doesn't have Tach, Manifold Pressures, CHTs or EGTs. Looks like a great way to replace just the cluster instruments. And yes, you can dump all those instruments you listed above. I'm doing that, but using the EDM 900 instead of the CGR30P.

Tempest Fine wires on the bottom fixed our plug fouling issues. I did exactly what kmyfm20s said.

Yeah, same here. My EDM 900 is sitting in it's box waiting to get installed and I can't wait. CGR-30P is certified primary too, and the reason I recommended it is that I don't see enough space on that panel for a 900.

Wow, that is a tough panel layout. I have the FS-450, and while the instrument cost by itself is reasonable, the 10 hours to install it takes the "cheap" out of the equation. And with your panel, I just can't figure out where I would put it. I think your best option is saving up for a CGR-30P. You could put it in either the tach or MP/FP gauge location, as it will let you get rid of both those instruments along with the engine cluster below.

We've had the C for two winters now... Back seat passengers freeze to death. The panels that were supposed to cover the inspection ports that are under the back seat were missing. So while it is in for annual I cut some new panels and taped them down. Haven't gotten to fly her yet... Waiting for the EDM 900 to be installed before we button her back up and get in the air. But I have to believe it's going to be warmer back there.

Could you elaborate just a bit more on this statement? Great post, thanks for taking the time!

It was an awesome day to fly in southern OH and IN. I completed my BFR, IPC, and the required 2 hour day dual cross country required for the Commercial cert, all in the club C182RG. My CFI and I stopped in French Lick, IN and did the ground portion over lunch at one of the restaurants there. Heading back east, we got 195-200 knot ground speeds at 5500 feet. I'm still glowing.

The NTSB has said nothing about the cause. All the NTSB did was report what the Student Pilot said happened. In 6-9 months the NTSB will complete their investigation and publish their findings and then we'll know what the NTSB thinks happened. If it is a contributing factor, it's a minor one compared to the pilots failure to stop the nose from pitching up and controlling the subsequent adverse yaw causing the left wing to stall. Yes... It's good for pilots to understand rotor wash. But misrepresenting what happened here to support your narrative? That's just dishonest.

Hmmm... I wonder if a year from now the NTSB probable cause report will state that this was caused by rotor wash... or just another stall/spin by a student pilot trying to execute his first real life go-around.

Andy... dude... if you want to argue with propeller type certificates, have at it. Me... I'll keep flying my plane in accordance with the placards on the panel. And by the way... can you think of any difference between the C and the E/F that just might account for the difference in where the red arc is?

Bob, it's not about engine power, it is about harmonics. You can read about it at: https://answers.yahoo.com/question/index?qid=20070619132438AAJJFTG The actual restriction is contained in the Propeller Type Certificate. You need your Hub model (e.g. C2YR-....) , blade model (e.g. F7666), and engine (e.g. O-360-A1D). For Hartzell, go to http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/802f367a21c7e7fc86257d00004d5d82/$FILE/P-920_Rev_34.pdf and look up your information in the table. Bob, there are some combinations that take MP in to consideration, but on my C the restriction is RPM range based. Period.

I was talking to a Hartzell technician about this just the other day. "Avoid Continuous Operation" means you can traverse the red zone but don't let the needle stop. Cruise, landing, whatever. Keep the needle moving until you get out.

... And you get a $400 rebate on the EDM 900 until January 31st. https://www.jpinstruments.com/wp-content/uploads/2014/10/2Nov_Dec_sale14.pdf

Less addictive too. When I'm locking the hangar door, the only thing on my mind is "When can I fly again?"

William is the son of Wolfgang Langewiesche, author of Stick and Rudder. http://www.amazon.com/Stick-Rudder-Explanation-Art-Flying/dp/0070362408/ref=sr_1_1?ie=UTF8&qid=1411640361&sr=8-1&keywords=Stick+and+rudder

http://www.flyingmag.com/technique/tip-week/it-permissible-use-vfr-only-gps-while-flying-ifr Mark Phelp's take on this from 2010

Preliminary NTSB report: http://www.ntsb.gov/aviationquery/brief.aspx?ev_id=20140711X24050&key=1

I highly recommend Kurt at Safe Skies in Middletown.

Immelman, That is a great blog post, thanks for sharing your field research.

$250 in September 2013

Mid, I'm not saying anything. I'm reporting what the regs and the aopa state. If they are wrong it's you're duty to contact them and get things corrected. K, we're done for this today because I have to make sure the wife has a Happy Mothers day. But i enjoyed this. Have a great rest of the weekend. Sent from my DROIDX using Tapatalk 2

Midlife, sorry if I misinterpreted your post. But if you don't see the value of learning from a talented safety pilot, well then we'll have to agree to disagree. To each his own. Regarding the PIC thing, I'm sorry I didn't include a link so you could have educated yourself. http://www.aopa.org/Pilot-Resources/Learn-to-Fly/Logging-Cross-Country-Time/Logging-Time-Safety-Pilot Both pilots log PIC. The insurance company is fat dumb and happy.