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I am looking for someone who has a working GEM602 or GEM610 engine monitor for an affordable price. I was hoping to find someone who has removed their working monitor for an upgrade and has had the GEM laying around and would like to sell it at an affordable price. I would also need four EGT and CHT probes.

I am looking to upgrade to an insight G2 graphic engine monitor to use as a primary for EGT/CHT. I was wondering if there is anyone out there who has an old Insight GEM 600 series broken engine monitor that they will be getting rid off. I need an old broken one that I can use as a core so that I can upgrade to the G2 in order to get a discount. If anyone has a G2 already that they would like to sell, that would work too

Hi All, Brett's graphics from his JPI 830 revealing his stuck valve situation was a great example of how to interpret the data. Any of us who own these marvels are certainly impressed with the information it displays, but also are overwhelmed as to what it all means. I thought I would start a thread on examples of engine monitor data and what it meant. Please feel free to show other examples, because I am here to learn too! Brett -- you think you could drop your example here? My first contribution is a fouled #2 cylinder plug on the left mag. You will notice that the #2 EGT temp (yellow arrow) was elevated right from engine start -- something I missed because a) I wasn't looking at the EGT temps and the engine was running smoothly. You will see when I took the rpm up to 2000 to do the run-up, the red arrow points to the dip in EGT temp and of course, now I felt it. I aggressively pulled the mixture at the blue arrow and then did a left right left mag check as indicated by the white arrows.

Next week during my annual I am removing my Insight GEM 602 (for a 4 cylinder) for an upgrade to a JPI unit. The unit continues to work flawlessy. If anyone has an interest, PM me. I haven't figured out what I want to charge yet, but my wife says my hoarding of aviation "extras" needs to stop. Update: The GEM 602 was carefully removed from my IO-360 A1A and is ready to be sold. I have a couple of interested parties, one who I just sent an email to see if he is still interested (he has first dibs). Also, can someone tell me what is the best way to make the cash flow? Being a hoarder, I never had to accept payment from someone. I have a PayPal account I use to buy stuff off of eBay, but never did it the other way! Here are a pictures.

Hello Forum, I just bought my first Mooney (a '68 M20F with J windshield, cowl closure, and other mods). What a great plane. But on the 15 hour flight back home, I noticed EGT readings I didn't understand. I was wondering if anyone on the forum had any thoughts on the issue. The plane has an Insight GEM 602 for EGT and CHT on all cylinders, plus an analog EGT meter in the panel. After engine start, EGT's and CHT's come up evenly across all four cylinders, and come up further during the runup. In climb running full rich, they remain fairly even across the board, and CHTs remain around 375F. But once I configure for cruise and lean conservatively (10% richer than book ROP fuel flow for my chosen power setting, measured with a Shadin fuel flow meter), the EGT for cylinder #3 starts acting up. It oscillates, plus or minus 50F at first, and then gradually the oscillations increase until after an hour of flight they are going from bottom to top to bottom of the EGT scale. The temperature will drop off the bottom of the scale for maybe 5 seconds, and then will shoot to the top of the scale and stay there for another 5 seconds. After 2 hours, the reading biases towards the bottom of the scale, and eventually the EGT drops off the bottom of the scale and stays there. The analog EGT meter in the panel does not quite follow the same pattern, but it's similar. It reads around 1200F through the runup, then flaps around rapidly in flight so much it is impossible to get a solid read on it. It never goes above 1200-1300F. Then it starts reading colder and colder and eventually it, too, falls to the bottom of the scale (<800F) and stays there for the remainder of the flight. I do not know which cylinder this EGT is reading. I assume it is cylinder #3. The EGTs on the other 3 cylinders are all steady and respond as expected according to the GEM. CHTs on all cylinders, including cylinder 3, are always steady in the 375F range. Cylinder #3 CHT is no different than the other cylinders. The engine otherwise seems to run like a clock. It only has about 650 hours on it SMOH (Penn Yan). The aircraft cruises at 150-155 KTAS at around 65% power and 10000', so it seems to be putting out full rated power. There are no unusual sounds or smells or rough running. Any ideas?