oregon87

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About oregon87

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  1. It's not really meant to replicate performance charts for multiple power settings. The horsepower function of the FP-5(L) was designed as a useful reference (when programmed correctly) at a specific setting and can compensate for LOP operations when the AUX channel is used to monitor EGT. Hopefully, the attached file will clarify how HP is calculated. FP-5(L) HP.pdf
  2. When programming the FP-5(L)'s horsepower setting, it can be done by using the fuel flow rate at 75% power (very common) to where it will display percent power. Alternatively, raw horsepower can be displayed by using the formula found on page 21 in the FP-5(L)'s operating/instructions from the attachment (uncommon). The horsepower programming is accessed in the Power Up Programming mode by holding both buttons while powering up the instrument. FP-5(L) Operating Instructions.pdf
  3. Worth looking at, as well. The two 3-1/8" displays fit in a standard hole, replacing every engine and fuel gauge, plus some neat options. We also offer an upgrade package that uses the existing probes and cables. When purchasing through a larger dealer and taking advantage of rebates, you'd be looking at roughly $3700.00 https://buy-ei.com/cgr-30-combo-package/
  4. As this particular instrument was originally sold as a FP-5L, I'd be happy to reconfigure it as such at no charge.
  5. That's definitely a strange one as the serial number was produced in 2004. We changed the programming to the "new" style in 2002, so this FP-5L is operating according to the new and current programming. The original invoice shows it to be a FP-5L and it was returned in 2012 for a bench test, but I don't have any details as to what was done, other than it was still invoiced as a FP-5L and unfortunately that invoice has been archived. This one has me stumped. I'm assuming it was re-programmed for a FP-5 at some time mistakenly. The silver lining is that it can be easily reprogrammed for a FP-5L, but it would have to be returned to do so.
  6. The FP-5L was designed a LONG time ago.
  7. ragedracer1977, sent you a PM and a link to the "old" FP-5L operating instructions. As it was brought up, a pressure transducer connection is not required for GPS connectivity. Does your FP-5L power-up programming offer L 1 or L 2 options? These are the older FP-5L Loran settings for setting up the system to interface with a GPS. The newer versions of the FP-5L include In1, In2, In3, Ot0, Ot1, Ot2 and Ot3.
  8. You can absolutely splice into the existing transducer. Cap the red and black wires from the FP-5 as the transducer will receive the power and ground from the FM-FLOW and split the signal from the transducer's white wire to the FM-FLOW and FP-5.
  9. Not ignoring this thread. Just got back into the office this morning and will digest all of this and make my best recommendation. We'll be launching a new rebate in the next couple of days in preparation for Oshkosh. ragedracer1977, as you were considering upgrading from the UBG-16, I'm going to send you a PM discussing a few different options.
  10. Here's a few steps to troubleshoot a temperature. These apply to both CHT and oil temp. Disconnect the probe and connect a multimeter to the two leads running back to the UBG-16. Make sure the multimeter is set to ohms. You're going to use the small voltage provided by the multimeter to drive the temperature channel which effectively simulates the signal from the probe. When the multimeter is connected and the UBG-16 is powered up, that channel should be pegged full positive or full negative, depending on the polarity of the multimeter leads. Do not depend on the bar graph solely, make sure to toggle to the cylinder being tested and observe the numerical value at the bottom of the display. Swapping them will drive the indication the other direction. If you do not see the expected result, perform the same step, but at the UBG's EGT or CHT connector, thereby removing the harness from the equation. When looking at the front of the instrument, the CHT harness is on the right, EGT on the left. If the channel spikes when driving from the rear of the gauge, you've likely got a broken harness. If no action when driving from the rear of the gauge, the problem is internal to the display.
  11. CHT and oil temp trouble shooting: Assuming 75-85°F is ambient temp in the cockpit, or what would be expected behind the panel? If so, it is likely you have a damaged open probe, bad connection at the probe, or a broken harness. Anytime there is an open, due to the lack of both "cold" and "hot" thermocouple reference joints, the temperature displayed will be that of the temperature compensation diode at the rear of instrument. OAT: Where is the probe located? Very often, this will affect how the temperature indicates when compared with ambient. A couple of easy tests to verify the accuracy. Remove the probe and submerge it in an ice bath (70% ice/30% water). It should read 32°F, +/- a couple of degrees. A similar test can be performed with boiling water and you should find a temperature indication of roughly 212°F. Comparing temps with known values is really the best way to verify. If the test results in accurate temps, the probe should be relocated. Fuel Flow: Is the reading jumpy from 0-18GPH? Does it slowly climb and fall between those values? There is most definitely a FM-FLOW installed between the UBG-16 and the flow transducer as it is needed to convert the UBG-16's temperature channels to read a function other than a temp. However, I do not feel that is where the problem lies as it appears to be providing voltage to the transducer and it would be exceedingly rare for a module to intermittently provide voltage then not. I would recommend replacing the three connectors at the flow transducer and clean the transducer with non-abrasive mineral spirits, gently tapping it over a white surface and observe if any debris is dislodged. If after performing those steps, replacing the flow transducer should be considered.
  12. A bad ground would be reflected in the UBG-16 not working at all, not random intermittent indications. When you say that several probes are not reading correctly or not at all, how exactly are they behaving? What temperatures for each function are you seeing? Additional information will aid in troubleshooting. In regard to fuel flow, the flow transducer does not wire directly to the UBG-16, rather it connects through a module called the FM-FLOW. "All over the place" meaning? Is it jumpy high? Low? Sometimes read 0? Jumpy is almost always connection related and I would certainly start there. Depending on the age of the installation, the connectors likely used were the male/female spade connectors. The crimps are susceptible to failing over time and the female connector can loosen, as well. Additionally, corrosion on those connectors can certainly cause intermittent.
  13. One really simple test is to swap the probe with an adjacent cylinder. If the erratic temperature follows the probe, the probe should be replaced. Very often, in swapping cylinders, you're re-tightening the connectors and that alone can solve and erratic indication. If the problem stays with the cylinder, obviously further investigation will be required.