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?

Jose I have a friend who has a 496 so I might give it a try. If this works I would love to use the GXM30 instead of the WXworx receiver. It's also about $250 cheaper. At that price the Ace with the Garmin GXM30is even cheaper than the 695 and definately more features. WXworx bluetooth receiver soon for sale?

I have the MVP-50 installed in my M20e. Totally happy with it. EI has provided great service when I needed it. The fuel level module is not included with the basic primary package but is an option. Price was less than $100 for the RFLM. After hookup and calibration I find that my fuel level readings are within a gallon of the fuel flow calculated remaining volumes. On fill-up the fuel used numbers are bang on so any error is coming from the existing wing probes. The small error is an order of magnitude less than what I would have had on the old Garwins. All in all, for the accuracy of measurement and the redundancy of having two source for determining fuel remaining, I would take the EI over the unreliable Garwin any day. As for the EI being primary see http://www.youtube.com/watch?v=eIhLZgk2pJY. They don't say specifically, but I would assume that any indication on the EI could be considered primary. When EI says that fuel level is not primary on the their STC worksheet I would guess they mean that it is not one of the transducers included in the base package. A quick phone call to EI should clear up the question.

Jose I have the AV80r Ace unit. It does not have an internal XM receiver and you have to go with an external WXWorx unit which comes with its own antenna. I have a bluetooth setup working with mine. Wxwork mentions that the following are compatible with there units: XM Portable Antenna Comant ComDat GPS/XM antennas Digital Antenna 233-XM-50 Shakespeare SRA-40 Terk XM5 Not sure if the Garmin is comparable to an XM portable antenna but if the gains are the same and the end connections are compatible I expect you should be able to use it. I personnally think the Ace is a great unit on par with the 696 with added features the Garmin is missing.

Phil Might be worth a check to see if your l lower cowl baffle is seated in the channel on the inside of your lower cowl. Very important for cooling.

Mitch I agree with your assessment of flying in the mountains...WOW!! We are blessed to live in a part of the world that gives us the freedom to fly in such majestic air. Glacier park is a beautiful place to fly. Not for the uninitiated though. Winds in the valleys and passes can be wicked and doing a thorough weather assessment essential. KGPi very nice airport and CBP folks very nice. Hope you get a chance to come up this way. Lot's of nice places to fly.

Phil How hot is high? My EI logs show that I generally run at 160-170F and have seen peaks to 220F. Closing cowl flaps right after a long climb on a hot day would make a difference. better to let the engine settle to cruise after the climb and close flaps as temps stabilize. At the expense of some drag, you can also adjust cowl flaps to keep you in the green.

Good point on the flash resistance. No smoking allowed in my A/C.

Dave Have you considered the BK Av80r Ace as opposed to the 696. Set up for weather, it is cheaper than the 696 and gives you sectional charts as well as ability to play multimedia files. I am very happy with mine. Added plus is less of a penalty on your useful load (you save a little over 1 lb)

Philip I don't fly LOP so other than the engine running smooth and EGT temps very close together I really can't comment on the benefit of the GAMIs. When I run the GAMI analysis on the engine logs from the EI, I get next to zero fuel flow spread. The 430 is nice as it is linked to the AP and the EI. I don't have WAAS but don't really need it as I am not IFR rated. Like the look of your seats and upholstery. Looks very comfortable.

Philip Thanks. It is a 66e Hartzell top prop and the 201 window. Have the electric gear and hydraulic flaps. Also has numerous speed mods (dorsal, wing tail root fairings, cowl, tips etc.) but I don't have the flap gap seals or the single belly mod. I have the brake reversal STC which will be done this winter. For radios I have a complete garmin 347, 430, SL40, 327 as well as a KR87 ADF. Autopilot is a STEC 30 ALT with GPSS. I fly with a AV80rAce, ZaonXRX, and XMWx. Engine monitor is a complete MVP-50p and I have removed the 6 pack guage set. Lots of other goodies on the plane including strobes, klaxon SBs, HID lights, Nulites, Air/Oil sep, GAMI, Skytec, Guardian CO, Card compass and Rosen visor. Icing on the cake is new paint (Ovation Scheme), windows, plastic, interior upholstery and carpets. Excluding a 600hr engine and the 2700hr airframe it is basically a 2007 M20e. Love the airplane.