JPI install details (long)

Oh you're FUNNY!
Actually, it would be a great shop to work in, but I don't think I'd get 2
minutes of sleep with all those freakin' trains running all night long.

"N6205Y, you're cleared to land on the taxiway, land and hold short
operations are in effect, hold short of running into the FBO."
Roger!

Jim

Jay Honeck wrote about the cause of losing a cylinder
... this was the lead B-Bs on the top AND bottom spark plug, thanks to
long idling (Presidential TFR) and burning that nasty, expensive avgas.

and failure to lean agressively while idling?

Well, obviously there is an inside joke there.

I'm been to Dalhart and what I most remember about
the airport it the smell of the stockyards next door.
Better hold your nose if the wind is from that direction.

Jim, when you are ready to come down to Schlitterbahn,
let me know. I'm in Austin, so I'm only about 45 minutes
away.

One of these days I'm going to get my Aztec in a hangar
again and start trying to catch up with you on making it
as nice as your Aztec. Sure wish I was as motived as
you seem to be.

Ronnie


"Jim Burns" wrote in message
...
Oh you're FUNNY!
Actually, it would be a great shop to work in, but I don't think I'd get 2
minutes of sleep with all those freakin' trains running all night long.

"N6205Y, you're cleared to land on the taxiway, land and hold short
operations are in effect, hold short of running into the FBO."
Roger!

Jim

Jim,

I'd love to see some of your fuel flow and temperature
data logs from the JPI during cruise along with the MP
and RPM settings once you have some flight time on it.

Sounds like you removed the Piper fuel flow gauges, correct?
So I guess a comparison of the Shadin fuel flow to the Piper
gauges is not possible. I'm just wondering how accurate
or not the stock fuel flow gauges are.

Also, how does the JPI CHTs compare to the single Piper
CHT. Both of mine have always indicated right near the
top end of the green arc, but I don't know if the gauges are
inaccurate or if the CHTs are really that high.

I'm still flying blind in reguard to engine temps and fuel flows.
since I only have the facotry gauges. Maybe one of these days
I'll have the same dream that you did :-)

Ronnie



"Jim Burns" wrote in message
news
Long long story for the archives cut short: 60 hours logged and signed
off
in my AMT log but my JPI EDM 760 Twin plus Oil temp is installed.
Everything works as advertised. For those who may contemplate this
install,
read the Install manual AND the website FAQs several times. JPI's
documentation is far from complete and concise and you'll pick up required
tips and procedures from several of their documents. Don't even get me
started on their operators manual vs. recent firmware revisions!

Ronnie,

I'd love to see some of your fuel flow and temperature
data logs from the JPI during cruise along with the MP
and RPM settings once you have some flight time on it.

Sure, download JPI's EZtrends software from
http://www.jpitech.com/Downloads/EzTrends_setup.exe
When we get a few flights on it I'll send you our files.


Sounds like you removed the Piper fuel flow gauges, correct?
So I guess a comparison of the Shadin fuel flow to the Piper
gauges is not possible. I'm just wondering how accurate
or not the stock fuel flow gauges are.

We don't have the Shadin yet. It's my next project. As far as our Piper
FF, it's a joke, but it's consistent, so I assume we could have it
calibrated and it would be more usefull. Our normal cruise fuel burn at
10k
feet and full throttle is 22 gph, down lower it runs 25gph. We've
confirmed
this dozens of times over hundereds of hours. The Piper gauge shows
16.5gph
per side, 33gph, or higher.


Also, how does the JPI CHTs compare to the single Piper
CHT. Both of mine have always indicated right near the
top end of the green arc, but I don't know if the gauges are
inaccurate or if the CHTs are really that high.

From what I can tell, our CHT gauges are pretty accurate. Both of our old
AC CHT probes have been replaced with the Rockwell probes plus the in-line
resistor mod that the Bonanza flyers created. We're able to keep that
overly wide Piper needle on the low side of the 400 degree dot.


I'm still flying blind in reguard to engine temps and fuel flows.
since I only have the facotry gauges. Maybe one of these days
I'll have the same dream that you did :-)

Ronnie

... this was the lead B-Bs on the top AND bottom spark plug, thanks to
long idling (Presidential TFR) and burning that nasty, expensive avgas.

and failure to lean agressively while idling?

Yep. Three things happened that day that rarely have happened.

1. A long, long idle, while waiting to depart a towered airport under
a presidential TFR.
2. Four tanks full of avgas.
3. Several days of rain before departure.

I don't know what it is, but my engine doesn't seem to run as smoothly
after sitting outside in driving rain for days on end. Dunno if the
spark plug wires are getting soaked, or what?

Anyway, I obviously didn't lean enough during the long idle. Thank
goodness I normally don't have to run with crap gas that requires such
archaic engine management procedures.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Well, obviously there is an inside joke there.

Yep. The roughest flight of our lives ended in Dalhart, Texas. It
was a wild ride, and -- although we were all thankful for the kindness
and generosity of the outstanding FBO there -- I don't think any of us
wish to return anytime soon.
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Jay Honeck wrote:


Anyway, I obviously didn't lean enough during the long idle. Thank
goodness I normally don't have to run with crap gas that requires such
archaic engine management procedures.

Contrary to what many people "think" they are doing, on most carbs,
you're not doing anything with respect to leaning at idle until you
get it to near the point of stopping the engine.

In article ,
Ron Natalie wrote:

Jay Honeck wrote:


Anyway, I obviously didn't lean enough during the long idle. Thank
goodness I normally don't have to run with crap gas that requires such
archaic engine management procedures.

Contrary to what many people "think" they are doing, on most carbs,
you're not doing anything with respect to leaning at idle until you
get it to near the point of stopping the engine.

One of my club's Arrows has always been prone to fouling plugs, so for many
years I used to lean it hard on the ground. I was confident that this was
a good thing, and confidently taught the procedure to many of my students.

Then, we got an electronic fuel flow gauge in the plane. I was shocked to
discover that when I pulled the mixture back to where I always pulled it on
the ground, the fuel flow meter didn't register any change at all.

I guess that's why they taught us in engineering school that any
measurement is better than the best guess.

Yes. The idea is to lean at idle until you get near the point of stopping
the engine. Try to takeoff that way and the engine will stall. Don't ask me
how I know. g

"Ron Natalie" wrote in message
...
Jay Honeck wrote:


Anyway, I obviously didn't lean enough during the long idle. Thank
goodness I normally don't have to run with crap gas that requires such
archaic engine management procedures.

Contrary to what many people "think" they are doing, on most carbs,
you're not doing anything with respect to leaning at idle until you
get it to near the point of stopping the engine.