Hi John,
I agree with all your points, but John H's main concern was : what if the
EIS fails. In my
opinion a failing EIS with a simultaneous serious engine fault is extremely
remote.
I am assuming VFR flight only. But it wouldn'tbe a bad idea to have one
independent
indicator on engine temp. at least. For me the thermometer for the carb
heater
would be adequate, but it indicates only up to 50 C. I have found an
alternative
in the English RS Components catalog, but I haven't a clue how to choose the
correct thermocouple and long lead.
My EIS red light did fail on me due to a faulty connector. Grand Rapids
immediately
mailed a replacement foc. In the US that same light is also available from
any
Radio Shack.
Karl Heindl
Ontario, Canada
>From: John & Paddy Wigney <johnwigney@worldnet.att.net>
>Reply-To: europa-list@matronics.com
>To: europa@gate.net
>Subject: RE : Europa-List: EIS panel suggestions
>Date: Mon, 01 Dec 2003 22:49:24 -0500
>
><johnwigney@worldnet.att.net>
>
><<<<<<<<<<<<
>From: Europa Aircraft <europa@gate.net>
>Subject: Europa-List: EIS panel suggestions
>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.
>-------------
>-------------
>John Hurst
>Europa Aircraft
>Lakeland, FL
> >>>>>>>>>>>>
>
>Hi John,
>
>With respect, I would like to express a contrary opinion regarding ease of
>reading and monitoring engine conditions. I have an EIS unit and consider
>it to be a key component of my panel. I would suggest that even during
>normal operation and particularly when there are other items requiring
>attention such as joining or flying in a busy pattern, many pilots will
>miss a rising temperature or a dropping pressure on an analog gauge until
>it may be too late. The red "idiot light' from any of the EIS alarm
>settings will get your attention immediately and you have the ability to
>set the alarms at whatever levels you choose.
>
>Before flying my plane, I thought I would need at least some key analog
>gauges but I have found that I need less than I planned. For example, I put
>an analog tacho on my panel. WRONG. I never look at it - the EIS is so
>accurate and refreshes so quickly that the analog unit is redundant.
>
>I consider that ease of reading on the EIS is high with items such as rpm,
>oil temp and pressure, CHT, EGT, fuel pressure and fuel flow all on one
>'favorite' page. A few clicks will get you to all the other many items such
>as volts, OAT, fuel remaining, endurance, etc. I suppose that part of the
>success of my EIS is, of course, the reliabilty of the Rotax 912S. Both
>work just as advertised and the alarms do not go off. So far, the only time
>the red light alarm has operated was when I let my fuel level get low and
>it alarmed at my setting of 3 gallons remaining.
>
>Analog gauges definitely have their place. For example, I do find that an
>analog manifold pressure gauge is necessary to set engine power with a
>constant speed prop. I also have a dual analog voltmeter/ammeter which is a
>useful indicator.
>
>I have to say that I have no business connection with Grand Rapids/EIS !
>
>Cheers, John
>
>N262WF, mono XS, 912S
>Mooresvile, North Carolina
>
>
http://www.msn.co.uk/messenger
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