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#11
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Engine analyzers
Frank Stutzman wrote:
I know the principles behind APS, GAMI and Tornado Alley are very much excited about a new player in the market: Xerion. See http://www.xerionavionix.com/auracle1.html At first glance, I have to admit that I am not too impressed with the data presentation when comparing it to the JPI EDM-930. http://www.jpinstruments.com/edm_930.html From the pictures on their site the data on the Xerion unit appear too crowded within the confines of that display. Must be more there under the surface to excite that crowd? -- Peter |
#12
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Engine analyzers
"Peter R." wrote in message ... Frank Stutzman wrote: I know the principles behind APS, GAMI and Tornado Alley are very much excited about a new player in the market: Xerion. See http://www.xerionavionix.com/auracle1.html At first glance, I have to admit that I am not too impressed with the data presentation when comparing it to the JPI EDM-930. http://www.jpinstruments.com/edm_930.html From the pictures on their site the data on the Xerion unit appear too crowded within the confines of that display. Must be more there under the surface to excite that crowd? How about this one? http://www.buy-ei.com/EI_MVP-50_Glas...or_Display.htm |
#13
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Engine analyzers
My mechanic likes the JPI. Any specific feedback on them would be helpful.
We have flown with the EDM-700 since having our engine rebuilt (at the same time we bought the plane, a '74 Cherokee Pathfinder) in 2002. We've now used it for 500+ hours, and know it very well. 1. The engine monitor is irreplaceable in the diagnostic role. When we are on the take-off roll, the co-pilot (my wife and are both pilots, and we have some pretty rigorous CRM) calls out "6 good bars" -- meaning that we have all six cylinders firing, and that the bars are straight across, meaning that they're all about the same temperature. If they're not, we'll abort. We invented this procedure after losing our #2 cylinder on takeoff from Titusville, FL, back in '04. The JPI made diagnosing the problem nearly instantaneous -- but it probably would have been noticeable before rotation if we had used this procedure back then. As it worked out, we flew the pattern on 5 cylinders, and landed without incident. 2. The add-on digital oil temperature is excellent, as opposed to the very inaccurate, hard to read Piper gauge. 3. The "lean-find" feature is something you use about 10 times, and then you forget about it. 4. The "shock-cooling alarm" (it blinks when your EGTs drop more than 50 degrees in a prescribed amount of time) is nice to raise awareness of the problem. You can use the JPI to slowly retard your throttle on descents, and keep your EGTs within a very narrow temperature range. (The jury is still out on "shock cooling", IMHO -- but the engine is so expensive, I pretend it really exists and fly accordingly, under the "this can't hurt anything" rule of engine management) We have not added the fuel flow option, as our plane came equipped with the JPI FS-450 digital fuel flow meter. It's a great tool, and I would not fly without it by choice anymore. -- Jay Honeck Iowa City, IA Pathfinder N56993 www.AlexisParkInn.com "Your Aviation Destination" |
#14
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Engine analyzers
On 4 Oct 2006 15:36:27 -0700, "Jay Honeck" wrote:
It's a great tool, and I would not fly without it by choice anymore. I agree, and I shudder when I think of how blind I was flying all those rental airplanes... randall g =%^) PPASEL+Night 1974 Cardinal RG http://www.telemark.net/randallg Lots of aerial photographs of British Columbia at: http://www.telemark.net/randallg/photos.htm Vancouver's famous Kat Kam: http://www.katkam.ca |
#15
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Engine analyzers
On Wed, 04 Oct 2006 15:36:27 -0700, Jay Honeck wrote:
3. The "lean-find" feature is something you use about 10 times, and then you forget about it. I assume you mean that you cease using it. Why? - Andrew |
#16
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Engine analyzers
Andrew Gideon wrote:
On Wed, 04 Oct 2006 15:36:27 -0700, Jay Honeck wrote: 3. The "lean-find" feature is something you use about 10 times, and then you forget about it. I assume you mean that you cease using it. Why? I assume he means that the TLAR method works just as well. |
#17
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Engine analyzers
On Thu, 05 Oct 2006 15:04:42 -0400, Dave Butler wrote:
I assume he means that the TLAR method works just as well. I might have assumed the same thing. Had I known what the "TLAR method" is. Or maybe not. Laugh What's the TLAR method? - Andrew |
#18
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Engine analyzers
Andrew Gideon wrote:
On Thu, 05 Oct 2006 15:04:42 -0400, Dave Butler wrote: I assume he means that the TLAR method works just as well. I might have assumed the same thing. Had I known what the "TLAR method" is. Or maybe not. Laugh What's the TLAR method? Thought you'd never ask. ;-) "That Looks About Right". |
#19
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Engine analyzers
On Thu, 05 Oct 2006 16:25:36 -0400, Dave Butler wrote:
What's the TLAR method? Thought you'd never ask. ;-) "That Looks About Right". Please hand back my leg when you're done with it. Laugh - Andrew P.S. I still want to know the answer to my original question: why does one cease using "lean find"? |
#20
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Engine analyzers
Because all the experienced LOP users do the BRP, and then enrichen to
desired max CHT. Karl "Curator" N185KG "Andrew Gideon" wrote in message news On Thu, 05 Oct 2006 16:25:36 -0400, Dave Butler wrote: What's the TLAR method? Thought you'd never ask. ;-) "That Looks About Right". Please hand back my leg when you're done with it. Laugh - Andrew P.S. I still want to know the answer to my original question: why does one cease using "lean find"? |
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