oregon87

From what I can see, the instrument is behaving exactly as it should, with the exception of the #1 CHT. It appears you have a loose connection at the probe, or one of the wires between the UBG-16 and the probe is shorting. The reason the bar graph is slow to come up is the cylinder EGTs are only reporting 1050°F, or so. The bars typically won't be too high until the temps are closer to 1200°F. Additionally, it appears that your engine is a 4-cylinder, judging by how you toggled between cylinders 1-4. The UBG-16 can easily be reprogrammed for a 4-cylinder using the instructionsd below: Hold the MODE switch to the left and power up the instrument until it reads PROGRAM at the bottom of the display. Release the switch. Once powered, you will see EGT 1-6, with the 6 flashing. Use the STEP switch and toggle it a couple of times to the left to where it reads EGT 1-4. Press and hold the MODE switch to the left until it reads END. This will save the programming.

Was the display working correctly before the audio panel work? If so, it is highly unlikely that whoever performed the work navigated to the deeper levels of programming in the UBG-16 to adjust the bar graph trip points. That's not to say that it is impossible, just unlikely. I think it's far more likely that the harnesses were temporarily disconnected to make more room for the audio panel swap. Numerical EGTs are displayed at the bottom left of the display and CHTs at the bottom right. If all the cylinders show 999°F at the bottom right, the plugs are swapped. Taking a picture of the display with the engine running and sending it to me would help. When doing so, a pic of a few different cylinder would be beneficial. You can either attach it here or e-mail me at support@iflyei.com.

Do all CHTs read 999°F? If so, the two 16-pin connectors are installed backwards. The EGT bar graph is programmed to trigger at a certain temperature. If the UBG-16 is supposed to be displaying EGTs, but receiving signal from CHTs, the bars will never be seen as the temps are not nearly hot enough. Reversing the 16-pin plugs during maintenance is pretty common. Swapping them should do the trick.

Apologies for the delay in responding. Depending on what is happening around the office, I don't always have the time I'd like to frequent the forums. The "legal" answer is that if any of our instruments are to be installed in a certified aircraft, the manufacturer's specified red and yellow ranges must be followed. Having said that, we also understand that the manufacturers sometimes get it wrong and provide ranges that may have been appropriate for analog gauges, but not for more advanced and more accurate instrumentation. At a minimum, inappropriate ranges were far easier to ignore with analog gauges. As we absolutely understand the safety concern of nuisance alarms, an A&P or IA can contact us to make a change outside of the specified ranges, if they are willing to certify the ranges (if required) and sign off on doing so. This releases the liability from E.I. and basically puts it on the IA/A&P as they have the authority to make such changes.

Funny enough, I actually have the EC-1P in my plane. Wish I can convince my partners to monitor the other cylinders. And I'm in sales! I digress... Either the C-1P or EC-1P can be installed as primary and used with a 4-position switch to monitor the other cylinders. Worth noting, the C-1P is a 2-1/4" instrument, while the EC-1P is a 3-1/8" instrument. As such, consideration should be given to where it's going to go in the panel. Regarding probe type and using the common, threaded, well-style probe for comparison, using a gasket probe under the upper spark plugs will typically result in 25-50°F cooler measurements due to the engine baffling. Conversely, using a gasket probe under the lower spark plugs will typically result in 25-50°F hotter measurements due to the proximity to the exhaust. It's not that the spark plug probes are necessarily inaccurate, they're just referencing a different point on the cylinder head. Accuracy can be measured in three simple steps. First, it should match ambient temp before starting the engine. Second, remove the probe and submerge it in an ice bath. The display should read about 32-33°F. Third and similar to the second step, submerge the probe in boiling water and look for 212°F, or close to it.

As it relates to the aural alerts in certified units, it is my understanding that the FAA required additional testing in how the system would prioritize alerts in the event of two or more functions violating limits simultaneously. In the interest of not delaying certification or incurring additional costs due to the required testing, it was decided to forego offering that functionality in certified applications.

Typically, installing an isolator (required for magneto ignition) of the wrong value would result in one of two conditions. First, too small of an isolator value would result in jumpy and high readings as the R-1 would be picking up the noise near the bottom of the p-leads pulsed signal. The isolator would not be attenuating the signal enough to where the R-1 is only capturing the peak, registering one pulse. Conversely, if too large of an isolator is installed, the RPM indication will typically be low or even 0 at lower power settings, slowly becoming erratic and more accurate at higher power settings. Is this a new installation? Safe to assume the aircraft is equipped with two magnetos? If you have a serial number of the R-1, I'd like to review its original configuration to make sure it was set up correctly for the aircraft it is installed in. If it is not a new installation and has been functioning well previously, has any work been done on the aircraft recently?

And then some! RPM and manifold pressure are not limited to the CGR-30P, however, RPM is always included on the 30P. As the 30C is a bit of a blank slate, RPM must be selected as a function to be monitored. Attached is a copy of the CGR-30C's configuration worksheet for your convenience. CGR_30_Configuration_Worksheet_11182021.pdf

RPM and manifold pressure can indeed be primary functions on the CGR-30C. Additionally, up to six primary functions can be displayed on the second page as each of those functions can annunciate on the main page. As such, the CGR-30C is certified to replace up to 16 primary functions, depending on the layout.

The CGR-30C can display up to 16 primary functions. As such, it sounds like it will do exactly what you'd like. Regarding the fuel senders, the CGR-30C can be interfaced with the factory resistive senders. Additionally, it can be updated later for digital senders, if you choose and the change can be done via e-mail. Worth noting, if you elect to upgrade to our P-300M fuel senders, changing the configuration can be done in a matter of minutes via phone call with me, or one of our other sales/support reps.

I'll do my best to touch on a few things here. 1. In the states, type J probes utilize red and white wiring. Type K utilizes red and yellow. Super easy to determine which is which by checking the wiring. 2. Grounded probes typically to not work well where un-grounded probes are required. All EI temperature probes are un-grounded. An easy test to see what you currently have is to measure continuity from either of the probe's leads to the tip (or near) of the probe. No continuity=un-grounded. Continuity=grounded. 3. Measuring accuracy can be done is three simple steps. One, before the engine is started, does the temperature match ambient, or close to? Two, remove the probe and submerge it in an ice bath (70% ice/ 30% water). The displayed temperature should be near 32°F. Similar to the second test, submerge the probe in boiling water and look for a temperature near 212°F. If all three known data points match, the probe is likely reporting accurate temperatures. 4. Different types of probes will report different temperatures as they are measuring the temp from different parts of the cylinder (well, under the well probe, upper spark plug and lower spark plug). The well probe is the most common and the vast majority of published limits reference this location. A piggyback probe under the well probe will report similar temperatures, but likely a few degrees less. The upper spark plug CHT probe will report temps approx. 25-50°F cooler than the well probe due to engine baffling and the lower spark plug CHT probe will report temps approx. 25-50°F hotter than the well probe due to proximity to the exhaust. Hopefully that helps a bit.

One thing to keep in mind is that the UBG-16 is not certified to replace a required CHT gauge with a redline/limit. Both the CGR-30P and MVP-50P are. If you have an existing engine monitor and would like to retain the existing EGT/CHT probes and cables, and possibly the existing flow transducer, we do offer upgrade options. If upgrading from an EI engine monitor, we will even provide an adapter harness for the existing EGT and CHT probes in lieu of new probes and cables. Doing so saves several hundred dollars on the purchase price, in additional the what will be saved in labor costs.

It would be beneficial to purchase through one of our dealers as we sell at full retail in support of our dealers as to not undercut or compete with them. As stated previously, we are indeed offering a $600.00 mail-in rebate on MVP-50P systems purchased prior to Aug 10, 2021. Please see the following for additional information: EI Spirit of Oshkosh 2021 rebate. As always, if anyone has questions, please feel free to message me here, call me at 541-318-6060 or e-mail me at support@iflyei.com.

Unfortunately, EG View is no longer supported. However, the data can be graphed by Savvy Analysis or one familiar with Excel can do so similarly.

What EI instrument do you have installed? Safe to assume it is a UBG-16? If so, have you confirmed that the MUX-8A (data recorder) is also installed? If it is, you will have a toggle switch and 1/8" female jack installed in the panel. You will also need to dowload the DRS-1 software from our website: https://www.iflyei.com/downloads/ From there, you will need a serial to USB adapter if your laptop is not equipped with a serial port. As USB protocol is not proprietary, some adapters are compatible, others are not. We have tested the Keyspan adapter and confirm that it works well (Keyspan USB Adapter). You will need to configure the correct COM port for the adapter. From there, you can press and hold the panel mounted switch in the DOWNLOAD position to initiate the download. When "READY" appears on the top screen , release the switch. The following are the installation/operating instruction for the MUX-8A: MUX-8A Instructions

Challenge accepted!

I'm here! If anyone is interested in the CGR-30-Combo package, we are offering a $800.00 mail-in rebate until the end of April. I've provided a link below if anyone would like a closer look. If anyone has any questions, I'm happy to help! We just returned from a fantastic trip to Sun N Fun. While vendor attendance was down a bit, we were very busy at our booth, as were others. Strong attendance from a very enthusiastic crowd. It was fantastic to get back to the face to face interactions. Spirit of Sun N Fun Rebate

Coming from Central Oregon, Florida in April is mighty fine. T-storms are something to behold. Can almost set your clock by them. 3p-4p, the skies just open up!

Hangar D, booths D-090 & D-091!

If the indication is jumpy high, additional isolation should be added, or the existing isolator should be swapped for one of a larger value. Conversely, if it is jumpy low or doesn't stabilize until higher power settings are selected, there may be too much isolation on the inputs. I recommend verifying RPM accuracy with an optical tach just to put to bed the possibility of an instrumentation error. In regard to troubleshooting fuel pressure, apply a known, regulated pressure and observe the instrument. They should match and be relatively steady. We always suggest to review the connections as a first step in jumpy indications. Let me know what you find as I will be happy to help further troubleshoot if you think the issue is instrument related.

I'm here, as always!

And 10K for a license is a huge roadblock for most young aviation enthusiasts to get over.

To be fair, the air cooled marked has finally peaked and is in somewhat of a decline. Should have waited a few more years to sell my 84 Carrera as I let it go in 2012... However, that can be due to lower quality of available cars, too.

Fantastic rebate opportunities for those looking for an engine monitor! The rebate is good on purchases made by November 30, 2020. https://iflyei.com/wp-content/uploads/Winter_2020_Rebate.pdf

Just my $.02 of barely past rookie advice... ForeFlight has pretty decent SV included with their Pro Plus plans which I assume most of us IR pilots use (Pro Plus). I've only ever really used the SV once, in bad forest fire smoke as I was half way through my instrument training and dumb/arrogant enough to think that I could handle it. I believe the above statement to be true that it adds little SA to a proficient instrument pilot. Having said that, I sure do like the geo-referenced plates!