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oregon87

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Everything posted by oregon87

  1. The CGR-30P Basic always includes RPM, EGT, CHT, fuel flow, OAT, volts and a few timers. As such, manifiold pressure would not be included. However, the UBG-16 can be traded in on a CGR-30P Premium at a discounted price of $2798.00. The Premium version always included RPM, EGT and CHT. At the time of order, up to five additional primary functions can be selected, as well as five non-primary functions. Primary functions are defined as those that are required by the manufacturer and include limits/redlines. A couple exceptions to this rule are a follow: 1. Manifold pressure is always primary on a naturally aspirated engine with a constant speed prop. 2. Each fuel tank occupies one primary screen location.
  2. No date yet as to when the offer will expire. If a replacement display solved the issue, that is fairly definitive proof that the issue is with the suspect display as there are no internal settings that would cause such behavior.
  3. What do the numbers at the bottom (EGT on the left, CHT on the right) of the display indicate when the bars are indicating erratically? It may be probe, connection or wiring related. If you can take a video of the display in flight and send it to me at support@iflyei.com, I will be happy to take a look at it an offer an opinion. Regarding an upgrade path, we are currently offering a $1500 trade-in rebate for those with UBG-16s currently, that wish to upgrade to our CGR-30P. For example, if one were to upgrade to our CGR-30P Basic, utilizing the currently installed EGT/CHT probes and cables, the all in cost for the upgrade would be $1998.00. Unfortunately, the UBG-16's plasma displays have become obsolete. As such, we are no longer able to manufacture new or support old units. Hence the reason for our current rebate offer.
  4. Easiest method to adjust the k-factor is as follows: 1. Fill the tanks. 2. Program the CGR-30P for full fuel. 3. Fly for an hour or two, leaned out in cruise. As fuel flow is not linear, it's not beneficial to go knock out a bunch of touch and goes for an hour in an effort to dial in the k-factor. You want to do so where the aircraft will be spending the majority of its time. 4. Upon landing, note the fuel the 30P calculated was used. 5. Refill the tanks. This is the actual amount used. 6. Using your existing k-factor, the formula below can be used to calculate a new k-factor to be entered manually. Calculated Used x Current K-Factor --------------------------------------- Actual Used After a few flights and adjustments, you should have it pretty well dialed in. Many owners are happy with the accuracy of the total fuel to .5 gallon, others have worked the process to .1 gallon. As always, if you have any follow up questions, feel free to message me. Dave
  5. It is for new and somewhat arrogant pilots, half way through their instrument training, flying through thick forest fire smoke, going to an Oregon Duck game, thinking they can pull it off. Ask me how I know...
  6. Hi Marc - We suggest our P-110-R EGT probes in turbocharged applications as the thicker probe (.187" diameter vs .125") typically results in a longer life span. If you would like to contact me directly at support@iflyei.com, I will generate a return authorization number for you to reference when shipping us your current EGT probes. We will be happy to exchange them for you at no charge. Worth noting, the holes in the exhaust may need to enlarged a bit for the new probes.
  7. This! It's like having two watches and never really knowing what time it really is.
  8. Worth noting, the GI275 requires the installer to build the harnesses and program the display, which adds numerous hours to the install cost.
  9. Per our installation instructions. While the attachment specifies the FT-90 flow transducer, the sentence regarding fire sleeving applies to all our flow transducers. Worth noting, these instructions apply to installations with our instrumentation. If our flow transducers are to be interfaced with a third party instrument, our STC'd instructions do not apply as our flow transducers are not STC'd independently. Additionally, 90° fitting are not expressly prohibited, however, their use should not disrupt flow to the engine, but can disrupt the laminar flow of fuel to the transducer's impeller, resulting in erratic fuel flow indications. Whenever possible, 45° fittings would be preferred.
  10. There's a TON to see! Hopefully you've given yourself a few days at minimum. I'll see you at the booth!
  11. Assuming you are intending on attending the AirVenture show? If not, the rebate we are currently offering is the same as what we were offering to customers who could not attend the show. The "in person" rebate at Oshkosh is bit larger to incentivise potential customers to make their purchases at the event with our dealers as our dealers make substantial investments in time and money to staff and stock their booths.
  12. Current rebate, expires today (01/31/2023)! EI January rebate
  13. Connections, connections, connections. The vast majority of erratic/erroneous indications are connection related. I can spin yards about troubleshooting connections. Even if the connections look good, replace them. That's typically the first step in troubleshooting. If the problem persists, swap the probe with another cylinder. If the problem follows the probe, you've found your problem. If the problem stays with the cylinder, that cylinder's wiring between the probe and instrument should be further investigated.
  14. The R-1 does indeed include a mag drop feature. Attached is an excerpt from the R-1's install/operating instructions.
  15. Yep, I read the title and my immediate thought was, "how many posts until the jokes start?"
  16. If your A&P doesn't understand that, RUN! Run very fast!
  17. Our R-1 is indeed certified as a primary replacement and fits in a standard 2-1/4" instrument hole. If the existing tach to be replaced is a 3-1/8" unit, we provide the adapter plate in the package, as well as the cap for the tach cable. Additionally, as we pick up the signal directly off the p-leads via provided isolators (resistors), there are no additional sensors to install, or wiring to be run through the firewall as the RPM inputs can be picked up off the mag switch.
  18. Hi Vance - I respectfully disagree with your opinion that we developed the OLC-1 connector due to the spade connectors being problematic. That just simply is not true. Spade connectors work fantastically well, have been used for decades without issue, when installed properly. Please understand, I am not implying that was the problem with your particular installation. I honestly don't know. I would've like to have seen the suspect connectors to determine if they were mis-crimped, affected by heat, etc. The OLC-1's were specifically designed to combat poor installations as we found numerous installers did not know how to crimp properly. The design of the OLC-1 connector basically removed the need for one of our tech support positions as we were fielding so many calls due to poor connections. To be fair, we did modify the OLC-1 connector to included two set screws (OLC-2) as we did hear feedback from installers that the OLC-1 could be difficult to install. I'll bore you with a story so you will have a better understanding of our engineering/design theory. We were working with an OEM to which we were supplying engine monitoring systems. They had numerous complaints about erratic indications and were confident in their installation and that the problem was in our system. We sent our VP to their plant to discuss as they were ready to pull the plug on our relationship. Having investigated their installations, we found that their lead avionics tech was installing the spade connectors with side cutter pliers! This was their lead tech, charged with the oversight of all installations and the training of new staff and he was using improper tools/techniques. Our VP was able to simply pull on the connectors to remove them. It was this experience that cemented the reality of what other issues are likely going on in the field and felt it incumbent upon us to develop a more "fool proof" connector.
  19. I understand your concern and appreciate your willingness to share your experience. If you wouldn't mind, could you provide additional information? Did you return the suspect probes to us for evaluation? If so, under what name or RMA number where they returned? I'd love to research this further to address your concerns directly. Of course we cannot claim to have never seen a premature failure of one of our probes, However, to see numerous issues with a single aircraft would be exceedingly rare. Not to point fingers, but we have found some installers do not install our connectors per the provided instructions. As a result, the operator experiences connection related problems and the blame is incorrectly placed on the manufacturer of the product. We did receive a suspect batch of TC wire a few years ago which appeared to cause a larger number of failures. While we cannot exactly pinpoint the cause as the damage we observed could've been installation related, we changed manufactures as a precautionary measure and the number of premature failures has appeared to have improved. Worth noting, all of our products carry a one-year warranty. If a probe does fail unexpectedly and within warranty period, we will happily replace it at no charge. As an aside, if you happen to attend Sun N Fun or Oshkosh and have a failed probe outside of warranty, maybe even WAY outside of warranty, it wouldn't be terribly uncommon for one of staff members manning the booth to put one in your bag of swag at no charge. Having said that, you guys and gals CANNOT use this post as a way to get free probe!
  20. If you are intending to remove both a RPM gauge and manifold pressure gauge and those gauges are 3-1/8", the CGR-30-Combo would install in those two holes and offer quite a bit of screen real estate to monitor other functions such as battery and alternator amps. We also offer status annuncitors which can be configured to indicate if a switch is turn on or off. For example, landing lights, pitot heat, strobes, beacon, fuel pump, etc. Just food for thought.
  21. You would need the CGR-30-Combo in order to monitor those functions. RPM, EGT and CHT are always included on the CGR-30P. From there, five additional primary and five non-primary functions can be selected. Primary functions are defined as those that are required by the manufacturer and include limits/redlines. Examples of primary functions are RPM, oil temperature, oil pressure and fuel pressure. Examples of "oddball" primary function without limits would be manifold pressure in naturally aspirated aircraft and fuel level as it is common for those function not to have limits specified. An example of a non-primary function but can replace an existing gauge is amps as most amp gauges do not have limits. From what you've selected, the primary functions would be as follows: 1. Manifold Pressure 2. Oil Pressure 3. Oil Temperature 4. Fuel Pressure 5. Right Fuel Level 6. Left Fuel Level 7. Aux Fuel Level 8. TIT (if TIT limits are specified in the POH or STC). As I understand what can be primary vs. non-primary is very confusing, I am happy to answer any questions.
  22. It is worth noting that we are currently offering a $300 rebate on CGR-30P and an $800.00 rebate on CGR-30-Combo (30P & 30C) packages ordered before 01/31/2023. Electronics International Jan 2023 Rebate
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