CHT/EGT Monitor for PA28/180 with Lycoming A3A
Anyone have any recommendations or advice on purchasing and installing a CHT/EGT - I currently have an older EGT only probe with a selector for each cylinder - would be much better to see them all at once along with CHT. I don't really need any of the additional features I see advertised, like fuel flow or hooking it up for oil pressure, etc. - looking for a simpler less expensive installation. Thanks,
Comments
Aerospace Logic out of Canada makes pretty decent products. Their fuel gages can be tough to get really right, but they have good support. Take a look at this one:10-05171.php, it may do what you want.
Tom Jackson
PA28RT-201, N3022U
Tappahannock, VA (KXSA)
A&P/IA, Private Pilot, IR/A
Hi kkleinberg,
Another great engine monitor when moving up from a simple single probe unit or single indicator with multi probes is the Insight Avionics G1. Check it out! I had the same issue years ago and went this route in my PA-28-180.
Here is a link:https://www.insightavionics.com/bestg1.htm
Regards,
Mike
I have a EI 360 installed. Works excellently. In addition there are a variety of functions this instrument provides: oil temperature, fuel level, etc
Thanks - the plane is currently being worked on in Canada but will be flown back to the US where it is based - will have to ensure how this will be handled vs installing a US made instrument.
You are mentioning Electronics International? Not sure I can find the specific unit you are mentioning. Thanks.
Wow they have lots of options - a lot to review - thanks
Insight and Aerospace logic are both Canadian companies, but the shipping from there to the US is no issue. Our shop has installed from both. The Insight series, G1-G4 are more full featured, but very nice units. They are considered primary instruments for temperatures (CHT/EGT only), and secondaries for all else they can display. ASL's gages are considered primaries, but you have to buy each system individually. If you're looking at Electronics International, you can buy individual systems or go all in with a CGR-30. It's a primary replacement, so you can really clean up your panel, but it's more expensive than the secondary options.
Not sure where you're based, but would be happy to chat if you want. Our shop is ETS Aviation in VA, (804)7240-0459, ask for Tom.
Tom Jackson
PA28RT-201, N3022U
Tappahannock, VA (KXSA)
A&P/IA, Private Pilot, IR/A
we had the JPI edm730 installed in our 1972 cherokee 180 with the A1A motor. I love having instantaneous indications of all cylinder CHT's and EGT's. We elected to install the Fuel Flow as well and I like it as we get another very accurate indication of fuel remaining in the tank. At top off you reset it to full and it keeps track of fuel remaining. It has always been within a gal as verified in how much we added at the pump. I am glad we added it, as you know how inaccurate old fuel gages can be. We had it installed at Smart Avionics in Donegal Springs PA, lancaster co. Very competent shop with competitive prices.
To clarify, it's a Lycoming 0360 A3A Engine (not A1) - Thanks Mike Jones for noticing my typo
Hi kkleinberg,
No worries, I will try to correct the heading for future searches in the forum.
Regards,
Mike
We just installed a Garmin GI-275 EIS with our A3A. Only complaint is that if there is a way to set a delay we haven't found it so we get a warning anytime we're in the 2150-2350 range. I wish there was a way to say "warn if in range for more than XX seconds". It really throws CFI's who aren't familiar with in and outs of these vintage airplanes. Also DPE's...
Good thought on the delay. I don't know of any of the full on EIS companies that have a selectable delay. I'm not a Garmin dealer, but can ask EI about the feasibility of such a thing. You, as a Garmin customer, can provide feedback to them. Allegedly they read them all, not sure how much action they take on concerns like that.
Tom Jackson
PA28RT-201, N3022U
Tappahannock, VA (KXSA)
A&P/IA, Private Pilot, IR/A
Hi FickertFarms,
Your tach should have a clearly depicted red warning zone marked on it and near it a clearly worded placard to avoid continuous operation 2150 to 2350 RPM. I had a discussion with Sensenich about this restricted range years ago. As it was explained to me, in person during a visit to the Sensenich factory in Lancaster, PA, the time spent in the restricted range is cumulative stress on the prop.
According to Sensenich, you want only to transition through that range, where propeller resonance with the hollow crankshaft is a safety issue, not lingering in there for any length of time. A resonance induced bending moment can stress the prop tip area to the point of failure, necessitating the RPM restriction and placard.
Cannot recall if I mentioned this to you in the past, but the PA-28 with the A3A was also approved for the A4A engine with the solid crankshaft! When it comes time for an overhaul, you can change to the A4A and eliminate the RPM restricted range and the required periodic inspections of the hollow crank for corrosion. I did this with my PA-28-180. If I remember, it was only about a $1500 up charge to go to the A4A on a factory reman. Looking back, it was money well spent.
Regards,
Mike
275 has the red range as did the tach before and placarding. However I've now had 3 separate CFI's and a DPE that when told that this would happen and why with copies of the 1967 AD and 1996 revision before we got in the plane, before engine start, at run up, and on the take-off brief all still freaked out the first time with the DPE calling the check ride as soon as the warning flashed.
Engine is at 900 hours so we have a ways to go before next overhaul (excuse me a second finding something wooden around to knock). At that point I'm either going to do one of two things: go for a reman A4A or we'll see at this point if the Deltahawk 180 becomes more than vaporware and has some real world data & a STC for the PA-28. Then be able to burn Jet-A or hell even #2 Diesel which I have on the farm anyway for tractors. At least in theory.