Continued connecting the left side #2 & 4 cylinder probes to the wiring harness. Then routed the bundle back to the firewall, through it and around the fuel tank.





Then started working on the adapter plate to mount the instrument display in the larger existing hole in the panel.

Used their supplied template to make a couple holes for the rocker switches.







That’s all for today. Didn’t get a lot done.

Finished up the install of the Electronics International UBG-16 engine monitor.



Wires were neatly bundled behind the panel. This took a very long time.



And the instrument with warning lights, switches and download port installed on the panel.





With the engine monitor installed, the boot cowling sheet metal went back on.

Next the wheels and brakes are removed. The brake calipers need new piston seals and brake linings.

How you gonna work that monitor from the back seat?

We don’t plan on operating it from the back seat. Some folks have a stick that they keep in the cockpit for stuff like this, but it’s not needed for this instrument.

It has a mode to scan through all the cylinders to show actual individual EGT/CHT values and also constantly displays a pictorial representation of CHT/EGT on all 4 cylinders as well.

The data is also all recorded for post flight analysis so there’s little reason to mess with it in flight.

Controlling the dimmer isn’t an issue because this plane is day only VFR.

The leaning feature is a bit useless IMO. I can get within 10-20 degrees of the LOP target just using my ears.

I’ve had this monitor in my 170B for 10 years. You can fly it at cruise and use the normalized mode to flatten the graph so that it’s level all the way across for all 4 cylinders. Then it is easy to see any anomalies at a glance in the future.

Brakes and wheel bearings are all done.

Also installed the canopy, wheel pants, gear fairings, wing fairings, flying wire fairings, and spinner back into place before test running the engine.

After the test run, the magneto timing was checked, compression checked, and it’s all ready to get cowled up and flown again.















The engine monitor works properly, which is always a good thing after a fresh installation.







So besides the cowling, the javelins for the flying wires have to be secured and that’s about it.

My stepdad wants me to fly it at the IAC competition at Coalinga next month but I’m not really into the whole perfect circles in the sky thing.

Stupidest design ever to have oil cooler lines that need to be removed/installed with the lower cowling.











And then the intake slides into the filter housing with a rubber flap to seal it.







Ran out of time but have to attach the upper supports and cowling next.

[quote="Aryana"]Stupidest design ever to have oil cooler lines that need to be removed/installed with the lower cowling.


I owned an Eagle for a few years before moving up to a monoplane. I think you are doing it wrong. The cooler should have nut plates on the aft side and it’s designed to be left in place when the cowling is removed. Remove the Louvered cover, remove the 4 AN 3 bolts that attach the cooler to the cowling, then remove the cowling. You shouldn’t have to disconnect the cooler if your plane was assembled as shown in the manual.

Hope this helps,

Marshall

Thanks Marshall. My stepdad is my IA and can be stubborn sometimes. I’ll suggest that to him.

It’s ready to fly. We parked a couple of my stepdad’s other black and white vehicles next to it for a pic.

You’re right, that’s totally the way it’s supposed to be done.

I wasn’t around for the disassembly so I was subject to the decisions of others.

The plane is flying and all done, so there’s not much else to update on the thread. Thanks for following along.

Good stuff amigo!

Thanks Dave [emoji1360]

Weird failure after landing yesterday. Taxi back after landing rollout felt like I had a flat tire.

Went back to the hangar and the solid tire had split down the middle.

Definitely an SDR report:

https://av-info.faa.gov/sdrx/

The wheel separating is something new but it's not uncommon for the wire to begin protruding from these wheels which is an indication it needs to be replaced. It's a normal preflight check detail on the Pitts. These tires are usually only good for 100 hrs. due to the abuse they get (high speed landings on short coupled biplanes). From the wear observed in your pictures, this wheel was definitely ready for replacement.

RT

What exactly are the wires there for?

asa wrote:What exactly are the wires there for?

Only speculation on my part but I would believe structure and possibly mass. They are supposed to be solid wheels, not pneumatic and I am surprised the wires aren't bonded somehow or cast into the rubber.

RT

8GCBC wrote:Definitely an SDR report:

https://av-info.faa.gov/sdrx/

[emoji1360]

PittsDriver wrote:The wheel separating is something new but it's not uncommon for the wire to begin protruding from these wheels which is an indication it needs to be replaced. It's a normal preflight check detail on the Pitts. These tires are usually only good for 100 hrs. due to the abuse they get (high speed landings on short coupled biplanes). From the wear observed in your pictures, this wheel was definitely ready for replacement.

RT

It was at the end of its service life, for sure.

PittsDriver wrote:

asa wrote:What exactly are the wires there for?

Only speculation on my part but I would believe structure and possibly mass. They are supposed to be solid wheels, not pneumatic and I am surprised the wires aren't bonded somehow or cast into the rubber.

RT

After the tire was removed from the wheel, I could see that the wires were cast into the rubber near the wheel.

Once the tire split open, it allowed the wire to depart its location at the inner circumference and unwind towards the outside of the tire.

Video of my stepdad landing it from the front seat for the first time.


https://youtu.be/grZBgquGR6I

Aryana wrote:Video of my stepdad landing it from the front seat for the first time.


https://youtu.be/grZBgquGR6I

Nice!