GXPD

Has anyone had experience with the "Coolwell G2" type cooler. A few available for sale on ebay. Seems like it may also work in an aircraft.

I have a spreadsheet in excel format . If anyone has an FTP site that I can upload the file to I am willing to donate it to the group. It is not totally complete (Needs input on SB/SI and out of phase history) but works reasonably well. Fill in some general information on the main page and on the AD page anything due at current airtime will be noted with red fill and recurring ADs will show up as red text with due airtime. Used it on my last recent annual and gave it to the mechanic to confirm compliance. No guarantees on accuracy or suitability. If anyone does modify and upgrade, they can repost for anyones benefit.

For me it's all about simple and functional. I don't want weight and balance, checklists, customizable fooforraw and stuff to screw with. I want all my engine info displayed in a compact easily scanned location. I like the logging feature and I like having it TSO'd so I can get rid of the old junk from my panel and have more space for better avionics. Easily maintained is a great quality too. Keep the price down and lose the gimmicks.

Present panel left and right and concept for upgrading to Aspens. Last picture shows mounding of Garmin and AV80r Ace on right side. Although the Ace is a super GPS, I haven't quite given up on the Garmin yet.

Check out http://www.rosenvisor.com/aviation/detail.asp?idproduct=64&idCategory=15&idSubCategory=32. Although I can't promote it because it is non STCd, the small lens (5x12) works great. Good clear plastic, very adjustable, flips left or right with a single visor install. Plane is a lot safer knowing I can land into a setting sun without having the glare of not using a visor.

Here's a shot on an older panel

On my M20e the Ram Air does make quite a difference. I gained about 5-6kts in speed with a 1.2in increase in manifold pressure. MVP-50 had readings as attached. Looks like I also gained about 5HP. A couple of questions: Why would the fuel flow increase when I did not change the mixture control? Do the Bendix FI adjust automatically to air flow? The EGT#3 increased from 1288 (100ROP) to 1328 (60ROP). Should I get more power/speed if I richen back to 100 ROP? Will this put me at 80%? I was flying at 7400' P.Alt. and OAT was 37F. EGT #3 is first cylinder to peak and the one I usually monitor for mixture. Thoughts/comments?

Jason/Brandon - The 296 is mounted to the bottom of the ADF with a RAM suction mount. It is redundant to the AV80r but I like the "Nearest, HSI and timer functions of the 296. Flying to MAPA 2010 this last weekend it was good to have the nearest ARTCC, FSS, and airport frequencies at hand all the time. The Garmin also has the flightlog feature that I use. It seems like a lot of displays but the 430 does the Comm/NAV/Autopilot, the MVP does the A/C functions and the AV80r has the moving map, VNC, Airway, approach charts, airport diagrams, terrain and weather. All pretty useful. Also cuts down on the amount of paper that has to be at hand in the cockpit. Dave - I still have the original tach, MP, Fuel pressure guages but the 6pack engine guages are gone. Love the MVP and it is much nicer than the US and UBG analysers that I had in previous airplanes. The display is easy to read where it is and I think since it is sunlight readable it should also be OK over to the right.

Quote: jasong

Can't comment fairly on the JPI as I have never used it. As far as the EI I think it is a great unit. Very easy to use, program and read. Some features I have on mine: All Basic functions as advertised EGT, CHT, OAT, Fuel etc. Link to my 430 Link to CO Guardian Replaces all original instruments incl. OilP, OilT, CHT, Fuel L&R AMPS (Old guage box is now a glove box) Voice annunciator for all out of range conditions. Checklists, W&B, info pages etc. Excellent fuel planner If I had any negative comments on the unit the only one that I can think of are that the colored guage strips are a little narrow. Hard to see transitions from green to yellow to red. Not a big deal as the lettering/numbers also are colored as per operating condition but to me, bar guages showing operating point on a thicker strip would be preferred. Other than that I don't think you can go wrong.

I only use my kneeboard for flight notes and comments. Everything else is pretty well electronic. Panel mount MVP-50 - Checklists (operating, emergency), Information (speeds, Frequencies, operating limitations, rules of thumb etc.) AV80r Ace - Airport diagrams, approach plates, IFR charts, VNC charts, weather, basic flight guide info. Mounted on flap handle, screen by right knee. Viliv70 (touchscreen computer) - Voyager planning, Hi-Res Terrain (Mountainscope), All importand docs including AIM, M20e parts manual, M20e maintenance manual, avionics users guides etc. If required on flight (thru mountains) will mount on yoke. As for organizing other flight stuff: Back seat - Flight guide, CFS, Terminal charts, Backup paper checklists, Misc charts & Graphs, AFM, backup radio, BTGPS, Misc power adapters, batteries, O2 if req'd etc. All snugged down using seatbelt. Don't usually have a back seat passenger. Seat back - relief bags, smoke hoods, passenger briefing cards. Baggage - Luggage, Survival pack, tow bar, PVC chocks, oil and misc cleaning products. Hat shelf - First aid.

If you have a 3-blade prop (no limitations on RPM other than extended ops <15"mp) you can slow down by reducing MP to 17-18" and reduce rpm to 1900. Once at 120mph, drop gear and bring prop back to normal and MP as required. Works for me. Prop acts as a large disc brake

Cruiser I think you're probably right. CHT 1 has consistently been lower and that's why I have not really worried about it. Will check type and location of the CHT probe on #1. THNKS Quote: Cruiser Was there a point at which the previous flight showed all cylinders the same temp? The graph you show has #1 cylinder consistently below the others. Without you comments above I would say that #1 has the OEM CHT sensor with a piggyback sensor for the engine monitor. Don't know why but they always show 20 - 50 dF different than the standard probes on the other three cylinders.

Most times my CHTs run between 330-350F. See last few flights data. CHT1 is about 30deg cooler than the others. I can see why CHT3&4 would be higher but you would think CHT 1&2 would be similar. Anyone else see the same trends?

Scott If you're installing the FL-2 the EI website says that it is not STCd for certified aircraft. Probably a whole lot better/safer than the Garwin's but you wouldn't want a burro-cat having sleepless nights over your well being would you?