Guil,
Chief sells a range of gauges that are below $50.00 each. I couldn't find
them on there WEB site but they were featured on a catalogue I got the other
day. There WEB site address is http://www.chiefaircraft.com/
Paul
----- Original Message -----
From: "Guil Barros" <flight@metathusalan.com>
Subject: Re: Europa-List: EIS panel suggestions
>
> Ive been looking at some EIS systems myself, and looking for guages to go
along
> as backups.
>
> Can someone recommend good low-priced guages? $35 a pop sounds pretty
good, but
> i havent found anything like that...
>
> thx,
> -guil
>
>
> Quoting Europa Aircraft <europa@gate.net>:
>
> >
> > Hi All,
> >
> > I have been getting a lot of calls at the US office lately requesting
> > guidance for installing engine instruments.
> >
> > There are some neat new products available, like the EIS mentioned
below.
> > The EIS is a great way to monitor a large number of engine parameters
> > previously impossible to do with analog gages.
> >
> > The EIS, however, it not as easy to read as an analog instrument. Our
> > engines are not cheap, and our butts are worth even more, so I strongly
> > recommend that for the most important engine parameters, easy to read
analog
> > gages be installed in an area easy for the pilot to spot. Examples are
the
> > Tachometer, hottest CHT, Oil Pressure, and Manifold Pressure for
constant
> > speed props. It is much easier to spot a fluxing, or dropping oil
pressure
> > needle than to spot, or page to the number on an EIS. Once the red
light
> > comes on there will not be as much time left to find a place to land.
> >
> > For a 914 you also need to have something that tells you the difference
> > between fuel pressure & boost pressure in the same units - ex, both in i
nches
> > of mercury, or pounds per square inch. I am working with an instrument
> > manufacturer to make a single gage that does this to save space, but
don't
> > have one yet. Rotax recommends a twin MP gage for this, but they only
come
> > in 3 1/4.
> >
> > Another reason for installing engine instruments is noted below. If the
> > monitor fails, then there is no way to tell what the engine is doing.
> >
> > Finally, these instruments are cheap, as little as $35 each.
> >
> > Hope this answers some of your questions.
> >
> > John Hurst
> > Europa Aircraft
> > Lakeland, FL
> >
> > -----Original Message-----
> > From: Carl & Dot <carl_p@ntlworld.com>
> > To: europa-list@matronics.com
> > Subject: Re: Europa-List: Faulty Oil Temp sensor
> >
> >
> > It turns out there is nothing wrong with the sensor although initial
checks
> > with the ohm meter suggested this was the problem.
> >
> > It seems to be much worse. and the problem is somewhere in the Grand
Rapids
> > EIS unit. Not only is the oil temp wrong but most other readings are now
> > abnormal.
> >
> > Guess well have to return it to Grand Rapids and see what they have to
say.
> >
> > Pity as the annual permit is due to expire in 10 days.
> >
> > Carl pattinson
> > G-LABS (grounded for the time being)
> >
> >
> > ----- Original Message -----
> > From: <n3eu@comcast.net>
> > To: <europa-list@matronics.com>
> > Subject: Re: Europa-List: Faulty Oil Temp sensor
> >
> >
> > >
> > > Carl & Dot wrote:
> > > > ...
> > > > I think my preferred choice would be to mount the sender in the
return
> > line
> > > > from the bottom of the crank casing (would need a metal block to
screw
> > into)
> > > > where I assume it would be at its hottest. An easier fix might be to
> > bolt it
> > > > into the oil tank somewhere. This would be simpler, and there would
be
> > less
> > > > vibration. Possibly a hole tapped into the centre of the oil tank
drain
> > plug
> > > > would work.
> > >
> > > I believe Rotax is sensing cooled oil -- not the hot stuff in the
return
> > line nor similar in the tank, and they set the redline temp premised
upon
> > the effect of mounting in the engine block where they do. I would
caution
> > against any mod which cannot verify the Rotax redline temp is still
valid,
> > or proper testing to set a new value. So far we have one reported
instance
> > of a complete failure only alleged due to vibration. A google search I
did
> > turns up nothing else, nor is there a service bulletin. If vibration
can
> > fail the sensor, then the temp instrument will go blooey, so then just
> > replace it. A significant cause of homebuilt accidents is this type of
> > experimentation, resulting in doing things in ways not seen on
production
> > aircraft for presumably valid reason.
> > >
> > > Regards,
> > > Fred F.
> > >
> > >
> >
> >
>
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