Hey guys, I have a brand spankin' new CGR engine monitor package in my 182. I've got a few hours of flying behind it, and so far I'm quite happy with the investment. One thing I'm trying to get used to is analyzing all the temperature information coming at me now. Prior to this I had a single point EGT with a simplified gauge that had no markings on it. Performance Air in Caldwell did the work, can't say enough good things about Shaun and the team there.

That being said, my initial question is hopefully rather simple, in relation to peak EGT, where do you typically find the onset of engine roughness on an O470?

I can't help with your engine monitor question but I am wondering what your thoughts are on the AV30

So far so good, I'm still dinking around with the AOA function, it requires a fair bit of test flying. Also I have noise in the audio circuit when it's powered up but before the audio panel is on... which is just a few seconds and I haven't yet called UAvionix for advice on that. Other than that, it's been great. If I like it after a few months I'm going to install one on the copilot side since all the important information can be in one instrument.

I'm installing two; one EADI, one EHSI, each can back the other up with reversionary selection. They will be on independent power sources but sharing GPS source.

Mapleflt wrote:I can't help with your engine monitor question but I am wondering what your thoughts are on the AV30

Not to derail his thread, but I've had the AV in my 206 for a couple months now and really like it. I'm confident you'll like them Bryce.

Wow, I thought the original panel in the first photo was very very nice. The new panel is even better! Very well done! Sorry I dont have an answer for your question, I just had tell you how much I like your panel and set up.

Kurt

Since I'm the one who took this thread off the rails a bit I'll try to steer it back on. I'm also planning an engine monitor so other then getting it dialed in what are your operational impression of the CGR, functionality, readability (I wear reading glasses now) etc.

I recommend you search and read either Mike Busch's or George Deakon's many articles on EGT/CHT topics. They will answer 90% of your questions.

There are a lot of variables that affect the EGT’s. A good way to find what that number is is to lean and set the airplane up like you did with the old set up (I.e. lean until rough then enrich 25%) and then reference the numbers on your new EGT and you’ll start finding what that number is going to be. On a previous O470-R for me the number was 1500 on the #1 cylinder and on a current -R (different airplane) the number is 1440 on the #2 cylinder.

And if you have a fuel flow gauge you can start matching up expected fuel consumption vs temps at different phases of flight and differing configurations to establish what is going to be normal for your airplane. The important and more accurate temps, as you know, are going to be your CHT numbers. You have a nice looking bird! Congrats!

jugheadF15 wrote:I recommend you search and read either Mike Busch's or George Deakon's many articles on EGT/CHT topics. They will answer 90% of your questions.

It’s John Deakin. Google Pelicans Perch for some great articles.

Kurt

Thanks guys, I'm very familiar with the articles by Deakin and Busch (seems his webinar is basically reading off Deakin's article)... my question isn't about leaning itself, just where you guys find that an O470 starts to complain relative to peak EGT when leaning in a normal cruise situation.

Mapleflt wrote:Since I'm the one who took this thread off the rails a bit I'll try to steer it back on. I'm also planning an engine monitor so other then getting it dialed in what are your operational impression of the CGR, functionality, readability (I wear reading glasses now) etc.

So far I'm quite happy with the CGRs, they have the right combination of form and function for my panel. I was a bit miffed that the layout of information isn't exactly how I wanted it, and the rep that my mechanic talked too wasn't super helpful when we called to ask what was up. That issue is still ongoing. But, I recognize that I'm pretty nitpicky when it comes to stuff like that.

At first I wasn't quite sure if I was going to like the annunciator barking at me about carb temp because it's basically going to be in the red all winter, but on the first test flight I had some significant icing... so I'm going to leave it alone. I just adjust carb heat to keep the carb in the green during all phases of flight now.

Very happy to have a permanent CO detector solution with the guardian CO add on.

Having the annunciator lights high on the panel is awesome. Makes the scan on takeoff roll much simpler, no annunciators, airspeed alive, done.

And quite frankly, having so much more data available to me is a major comfort. I'm a data guy, and having OG 1963 gauges with such basic and even questionable information was nerve racking when flying over rough country, at night, etc. I feel so much better knowing I can see literally everything happening inside the engine and each cylinder. Those little bumps of turbulence that would FOR SURE be a misfire when over inhospitable terrain are now obviously just bumps of air because everything still looks great on the CGRs.

Great intel, thanks

clippwagon wrote: There are a lot of variables ......

I haven't seen you post here in quite a while, Wayne.
Hope things are going well for you.

.

Glacier is correct. The first piece of information you need to understand is that Exhaust Gas Temperatures are a VERY relative figure.

As he noted, EGT for each cylinder on these carbureted engines are all over the place, which is normal due to differences in the fuel/air ratios in each cylinder.

And, trying to compare EGTs in one engine to another, even of the same model is a waste of time. Even positioning of the EGT probes in the exhaust will change EGTs.

In fact, The early graphic engine monitors didn't give EGTs in numeric form, but rather on a bar graph, which is probably a better representation, at least when it comes to leaning.

With a carbureted engine, I lean as I would without an engine monitor, then just note temps, and look for anomalies. In fact, these instruments are very good for diagnosing engine problems, but not that great for engine leaning. I too pay careful attention to fuel flows when leaning.

MTV

Mapleflt wrote:I can't help with your engine monitor question but I am wondering what your thoughts are on the AV30

I installed two of them recently. I really like them. I made the mistake, however, of not ordering the Outside Air Temperature option on mine. Be sure to order that sensor, either from uAvionix or Aircraft Spruce....it's a Davtron C307PS.

With OAT input, the AV-30 will calculate and display Density Altitude. For mountain flying and float flying in warm country, that's a really nice feature.

I ordered a sensor and will install it soon. I ignored the OAT feature because my engine monitor already has an OAT input. Unfortunately, that model sensor won't work with the AV-30.

MTV

mtv wrote:

Mapleflt wrote:I can't help with your engine monitor question but I am wondering what your thoughts are on the AV30

I installed two of them recently. I really like them. I made the mistake, however, of not ordering the Outside Air Temperature option on mine. Be sure to order that sensor, either from uAvionix or Aircraft Spruce....it's a Davtron C307PS.

With OAT input, the AV-30 will calculate and display Density Altitude. For mountain flying and float flying in warm country, that's a really nice feature.

I ordered a sensor and will install it soon. I ignored the OAT feature because my engine monitor already has an OAT input. Unfortunately, that model sensor won't work with the AV-30.

MTV

Agreed, the density altitude function is handy. I was trying to keep my display really clean by not duplicating information, but you HAVE to display altitude to be able to adjust the barometer setting. It won't let you set the barometric pressure if only DA is displayed. Although the couple of times I've checked DA against the automated weather they were off by a few hundred feet. The next time I see that I'm going to check it by hand and see who's more accurate. Not sure what would cause that.

No claims of great foresight (If I had that I'd be heading to the lottery kiosk) but I did actually order the OAT sensor.

hotrod180 wrote:

clippwagon wrote: There are a lot of variables ......

I haven't seen you post here in quite a while, Wayne.
Hope things are going well for you.

Thanks hotrod! I’m more of a serial lurker these days but have been going through this same process in a friends 182 so figured I’d throw my two cents in the ring! There are a lot of good poster’s and info on the site these days!

These engine monitors are great for running super consistently. A great tool!

Merry Christmas!