Tuesday, April 5, 2011
Caring For Your Aircraft
Part II: All About Engine Monitors
During climbout, monitor the CHTs. If temperatures on any cylinders rise beyond what's listed as a safe value in the pilot-owner's handbook (POH) for your aircraft, you'll need to open cowl flaps, lower the nose, or reduce power to lower the temperature.
Using an engine monitor begins during preflight: If it's equipped with a fuel-flow option, you'll need to make sure the amount of fuel set matches what's in the tanks.
|WE ASKED YOU!|
Lean-of-peak (LOP) operation is a controversial subject, and a full discussion is beyond the scope of this article. In brief, the major engine manufacturers discourage LOP because of the risk of fuel detonation, which can damage the engine. Proponents argue that if done properly, LOP actually results in lower CHTs, which should be easier on the engine than traditional best-power or best-economy operation, while reducing fuel burn by up to 40%. Some aircraft manufacturers, among them Cirrus, recommend LOP operation, typically at reduced power (65% or less). Check the POH to see what's recommended for your aircraft.
|Engine Monitor Options
|Some engine-monitor vendors specialize in experimental and sport-category airplanes. Others build monitors for certificated aircraft, which will require a supplemental-type certificate (STC). Some STCs are advisory-only, while others allow complete replacement of factory gauges. The latter can be a great option if you're upgrading an old steam-gauge airplane to a glass panel.|
Entegra Flight Deck
EMS D-10 and D-120 experimental/sport aircraft engine management systems
Electronics International, Inc.
UBG-16 and MVP-50 engine monitors
AuRACLE engine management systems
G1000 integrated flight deck
Gem 610, Gemini 1200 and G3 engine monitors
EDM 7x0, 800, 9x0 engine monitors
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